SYSTEMS AND METHOD FOR REDUCING COLD START EMISSIONS IN A VEHICLE INCLUDING A CATALYTIC HEATING SYSTEM VIA THE ROTATION OF A TURBOCHARGER TURBINE

Abstract

The invention relates to a method for reducing cold-start emissions in a vehicle (10). Control signals are issued to open a wastegate, rotate a turbine (314), and activate a catalyst heater (206) arranged between the turbine (314) and a catalyst (310) in response to a trigger signal. The rotation of the turbine (314) causes recirculated air to flow in a recirculation flow path comprising an exhaust manifold (320), exhaust baffles between the exhaust manifold (320) and the turbine (314), a turbine housing, exhaust baffles between the turbine (314) and the wastegate (306), exhaust baffles between the wastegate (306) and the exhaust manifold (320), and exhaust baffles between the turbine (314) and the catalyst heater (206).Heat from the recirculated air, which is heated by the catalyst heater (206), is transferred to the exhaust manifold (320), the exhaust walls between the exhaust manifold (320) and the turbine (314), the turbine housing, the exhaust walls between the turbine (314) and the wastegate (306), the exhaust walls between the wastegate (306) and the exhaust manifold (320), and the exhaust walls between the turbine (314) and the catalyst heater (206). A seventh control signal is output to a compressor bypass valve actuator (214) to open a compressor bypass valve (308) in response to the trigger signal. The invention also relates to a system (100) for reducing cold-start emissions.

Description

INTRODUCTION

[0001] The technical field generally concerns vehicles and in particular systems and methods for reducing cold start emissions in a vehicle that includes a catalyst heater, via the rotation of a turbocharger turbine.

[0002] Vehicles containing internal combustion engines produce exhaust gases as a byproduct of the combustion process. These vehicles often rely on a catalytic converter to process the exhaust gases before releasing them as emissions. The operating temperature is referred to as the catalytic converter's activation temperature. This temperature is generally around the midpoint of the maximum conversion efficiency temperature, such as 300°C. The maximum conversion efficiency temperature might be, for example, 500°C. During a cold start, the vehicle may emit excessive amounts of exhaust gases until the catalytic converter reaches its activation temperature.

[0003] DE 10 2018 129 955 A1 describes a method and a corresponding device for preconditioning an exhaust system for the removal and cleaning of combustion exhaust gases from an internal combustion engine, in particular an internal combustion engine of a motor vehicle, wherein air is heated in the exhaust system by a heating element, wherein a hot air stream is generated with the heated air by a blower in the exhaust system, and wherein a first catalyst of the exhaust system is heated to a minimum operating temperature by the hot air stream.

[0004] DE 10 2020 004 717 A1 describes an internal combustion engine with a combustion chamber, an intake manifold, an exhaust manifold, an exhaust aftertreatment device arranged in the exhaust manifold, a heating element arranged in the exhaust manifold upstream of the exhaust aftertreatment device, and an exhaust turbocharger comprising a compressor wheel as the first impeller and a turbine wheel as the second impeller, and an electric machine by means of which at least one of the impellers can be driven in heating mode, whereby in heating mode air as a heating medium is conveyed into the exhaust manifold by means of the at least one impeller, which can be heated by means of the heating element, wherein the heating medium can be guided through the combustion chamber by means of a valve train, and wherein at least one conduit element is provided.which is fluidically connected to the exhaust tract at a first connection point located downstream of the exhaust aftertreatment device and at a second connection point located upstream of the heating element.

[0005] It is desirable to provide systems and methods for reducing cold-start emissions in a vehicle incorporating a catalyst heater by means of a turbocharger turbine rotation. Other desirable features and characteristics will become apparent from the following detailed description and the attached claims in conjunction with the attached drawings and the preceding technical field and background. DESCRIPTION

[0006] According to the invention, a method for reducing cold-start emissions in a vehicle incorporating a catalyst heater, via the rotation of a turbocharger turbine, comprises: receiving, at a controller, a trigger signal from a trigger signal source of the vehicle; outputting, by the controller, a first control signal to a wastegate actuator to open a wastegate in response to the trigger signal; outputting, by the controller, a second control signal to a turboshaft actuator to rotate a turbine of a turbocharger in response to the trigger signal;and output, by means of the control, a third control signal to the catalyst heater to switch on the catalyst heater in response to the trigger signal, wherein the catalyst heater is arranged between the turbine and a catalyst, wherein: the rotation of the turbine causes recirculated air to flow in a recirculation flow path and / or flow path through the catalyst; the recirculation flow path includes an exhaust manifold, exhaust walls between the exhaust manifold and the turbine, a turbine housing of the turbine, exhaust walls between the turbine and the wastegate, exhaust walls between the wastegate and the exhaust manifold, and exhaust walls between the turbine and the catalyst heater; the recirculated air is heated by the catalyst heater;and heat is transferred from the heated recirculated air to the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing, the exhaust walls between the turbine and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, and the exhaust walls between the turbine and the catalyst heater. The method further comprises outputting, by means of the control unit, a seventh control signal to a compressor bypass valve actuator to open a compressor bypass valve in response to the trigger signal.

[0007] In at least one embodiment, receiving the trigger signal at the control unit includes receiving a motor start signal.

[0008] In at least one embodiment, outputting the first control signal to the wastegate actuator to open the wastegate involves outputting the first control signal to the wastegate actuator to fully open the wastegate.

[0009] In at least one embodiment, the method further includes issuing, by means of the control, a fourth command to a variable valve timing (VVT) system to at least partially open an inlet valve and an exhaust valve of at least one of several cylinders of an internal combustion engine.

[0010] In at least one embodiment, the method further includes issuing a fifth command to an electric motor comprising at least one of a P0 electric motor, a P1 electric motor and a P2 electric motor to position a crankshaft, wherein at least one of several cylinders has inlet and outlet valves in an overlapping state.

[0011] In at least one embodiment, the method further includes the output, by means of the control, of a sixth control signal to an exhaust gas recirculation (EGR) valve actuator in order to open an EGR valve in response to the trigger signal.

[0012] In at least one embodiment, the recirculation flow path includes the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing of the turbine, the exhaust walls between the turbine and the catalyst heater, exhaust walls between the catalyst heater and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, and exhaust walls between the catalyst heater and the catalyst; the recirculation flow path adjoins a first side of the catalyst;and heat is transferred from the heated recirculated air to the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing of the turbine, the exhaust walls between the turbine and the catalyst heater, the exhaust walls between the catalyst heater and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, the exhaust walls between the catalyst heater and the catalyst, and the catalyst via the first side of the catalyst.

[0013] In at least one embodiment, the catalyst comprises a first catalyst block and a second catalyst block; the recirculation flow path includes the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing of the turbine, the exhaust walls between the turbine and the catalyst heater, exhaust walls between the catalyst heater and the first catalyst block, exhaust walls between the first catalyst block and the wastegate, and the exhaust walls between the wastegate and the exhaust manifold; the second catalyst block is arranged outside the recirculation flow path;and heat is transferred from the heated recirculated air to the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing, the exhaust walls between the turbine and the catalyst heater, the exhaust walls between the catalyst heater and the first catalyst block, the exhaust walls between the first catalyst block and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, and the first catalyst block.

[0014] In at least one embodiment, the first catalyst block includes an oxidation catalyst.

[0015] In at least one embodiment, the turboshaft actuator is a motor generator unit (MGU).

[0016] According to the invention, a system for reducing cold-start emissions generated by a vehicle equipped with a catalyst heater, via the rotation of a turbocharger turbine, comprises at least one processor and at least one memory that is communicatively coupled to the at least one processor. The at least one memory contains instructions which, when executed by the at least one processor, cause the at least one processor to: receive a trigger signal from a trigger signal source of the vehicle; output a first control signal to a wastegate actuator to open a wastegate in response to the trigger signal; output a second control signal to a turboshaft actuator to rotate a turbine of a turbocharger in response to the trigger signal.and outputting a third control signal to the catalyst heater to activate the catalyst heater in response to the trigger signal, wherein the catalyst heater is arranged between the turbine and a catalyst, wherein: the rotation of the turbine causes recirculated air to flow through the catalyst in a recirculation flow path and / or flow path; the recirculation flow path includes an exhaust manifold, exhaust walls between the exhaust manifold and the turbine, a turbine housing of the turbine, exhaust walls between the turbine and the wastegate, exhaust walls between the wastegate and the exhaust manifold, and exhaust walls between the turbine and the catalyst heater; the recirculated air is heated by the catalyst heater;and heat from the heated recirculated air is transferred to the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing of the turbine, the exhaust walls between the turbine and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, and the exhaust walls between the turbine and the catalyst heater. The at least one memory further contains instructions which, when executed by the at least one processor, cause the at least one processor to output a seventh control signal to a compressor bypass valve actuator in order to open a compressor bypass valve in response to the trigger signal.

[0017] In at least one embodiment, the at least one memory further includes instructions which, when executed by the at least one processor, cause the at least one processor to receive the trigger signal, wherein the trigger signal includes a motor start signal.

[0018] In at least one embodiment, the at least one memory further includes instructions which, when executed by the at least one processor, cause the at least one processor to issue a fourth instruction to a variable valve timing (VVT) system to at least partially open an inlet valve and an exhaust valve of at least one of several cylinders of an internal combustion engine.

[0019] In at least one embodiment, the at least one memory further includes instructions which, when executed by the at least one processor, cause the at least one processor to issue a fifth instruction to an electric motor comprising at least one P0 electric motor, one P1 electric motor and one P2 electric motor, to position a crankshaft, wherein at least one of several cylinders has intake and exhaust valves in an overlapping state.

[0020] In at least one embodiment, the at least one memory further includes instructions which, when executed by the at least one processor, cause the at least one processor to output a sixth control signal to an exhaust gas recirculation (EGR) valve actuator in order to open an EGR valve in response to the trigger signal.

[0021] In at least one embodiment, the recirculation flow path includes the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing of the turbine, the exhaust walls between the turbine and the catalyst heater, exhaust walls between the catalyst heater and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, and exhaust walls between the catalyst heater and the catalyst; the recirculation flow path adjoins a first side of the catalyst;and heat is transferred from the heated recirculated air to the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing of the turbine, the exhaust walls between the turbine and the catalyst heater, the exhaust walls between the catalyst heater and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, the exhaust walls between the catalyst heater and the catalyst, and the catalyst via the first side of the catalyst.

[0022] In at least one embodiment, the catalyst comprises a first catalyst block and a second catalyst block; the recirculation flow path includes the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing of the turbine, the exhaust walls between the turbine and the catalyst heater, exhaust walls between the catalyst heater and the first catalyst block, exhaust walls between the first catalyst block and the wastegate, and the exhaust walls between the wastegate and the exhaust manifold; the second catalyst block is arranged outside the recirculation flow path;and heat is transferred from the heated recirculated air to the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing, the exhaust walls between the turbine and the catalyst heater, the exhaust walls between the catalyst heater and the first catalyst block, the exhaust walls between the first catalyst block and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, and the first catalyst block.

[0023] A vehicle incorporating a cold-start emission control system includes at least one processor and at least one memory that is communicatively coupled to the at least one processor. The at least one memory contains instructions which, when executed by the at least one processor, cause the at least one processor to: receive a trigger signal from a trigger signal source of the vehicle; output a first control signal to a wastegate actuator to open a wastegate in response to the trigger signal; output a second control signal to a turboshaft actuator to rotate a turbine of a turbocharger in response to the trigger signal;and outputting a third control signal to the catalyst heater to switch on the catalyst heater in response to the trigger signal, wherein the catalyst heater is arranged between the turbine and a catalyst, wherein: the rotation of the turbine causes recirculated air to flow through the catalyst in a recirculation flow path and / or flow path; the recirculation flow path comprises an exhaust manifold, exhaust walls between the exhaust manifold and the turbine, a turbine housing of the turbine, exhaust walls between the turbine and the wastegate, exhaust walls between the wastegate and the exhaust manifold, and exhaust walls between the turbine and the catalyst heater; the recirculated air is heated by the catalyst heater;and heat is transferred from the heated recirculated air to the exhaust manifold, the exhaust walls between the exhaust manifold and the turbine, the turbine housing of the turbine, the exhaust walls between the turbine and the wastegate, the exhaust walls between the wastegate and the exhaust manifold, and the exhaust walls between the turbine and the catalyst heater; outputting a second control signal to a turboshaft actuator to rotate a turbine of a turbocharger, the rotation of the turbine causing recirculated air to flow in a recirculation flow path comprising an exhaust manifold, the turbine, an exhaust wall system, and the wastegate, wherein: the exhaust wall system comprises a turbine housing of the turbine, exhaust walls arranged between the turbine and the wastegate, and exhaust walls arranged between the turbine and a catalyst block; at least a portion of the recirculation flow path adjoins a side of the catalyst block;and heat transfer from the recirculated air to the exhaust wall system and the catalyst block takes place via the side of the catalyst block. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The exemplary embodiments are described below in conjunction with the following drawing figures, where the same reference numerals denote the same elements and where: Fig. 1 a functional block diagram of a vehicle which includes a cold start emission attenuation system according to at least one embodiment; Fig. 2 a functional block diagram of a control system which includes a cold start emission attenuation system according to at least one embodiment; Fig. 3 is a functional block diagram of an internal combustion engine system which includes a first catalyst heating arrangement according to at least one embodiment; Fig. 4 is a flowchart representation of an exemplary method for reducing cold-start emissions by rotating the turbine in the internal combustion engine system, which is the first catalyst heating arrangement of Fig. 3 includes, according to at least one embodiment; Fig. 5 is a functional block diagram of an internal combustion engine system that includes a second catalyst heating arrangement according to at least one embodiment; Fig. 6 is a flowchart representation of an exemplary method for reducing cold-start emissions by rotating the turbine in the internal combustion engine system, which is the second catalyst heating arrangement of Fig. 5 includes, according to at least one embodiment; Fig. 7 a functional block diagram of an internal combustion engine system that includes a third catalyst heating arrangement, according to at least one embodiment; and Fig. Figure 8 shows a flowchart representation of an exemplary method for reducing cold-start emissions by rotating the turbine in the internal combustion engine system, which is the third catalyst heating arrangement of Fig. 7 includes, according to at least one embodiment. DETAILED DESCRIPTION

[0025] The following detailed description is merely exemplary and is not intended to limit the filing and uses. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief description, or the detailed description that follows. As used herein, the term module refers to an application-specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or grouped), and memory executing one or more software or firmware programs, a combinational logic circuit, and / or other suitable components providing the described functionality.

[0026] Embodiments of the present disclosure can be described herein with respect to functional and / or logical block components and various processing steps. It is understood that such block components can be implemented by any number of hardware, software, and / or firmware components configured to perform the specified functions. For example, an embodiment of the present disclosure may employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, or the like, which can perform a variety of functions under the control of one or more microprocessors or other control devices.Furthermore, the person skilled in the art will recognize that embodiments of the present disclosure can be practiced in connection with any number of systems and that the systems described herein are merely exemplary embodiments of the present disclosure.

[0027] For the sake of brevity, conventional techniques relating to signal processing, data transmission, signaling, control, and other functional aspects of the systems (and the individual operating components of the systems) may not be described in detail herein. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and / or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may exist in an embodiment of the present disclosure.

[0028] With reference to Fig. Figure 1 shows a functional block diagram of a vehicle 10 incorporating a cold start emission reduction system 100 according to at least one embodiment. The vehicle 10 generally includes a chassis 12, a body 14, front wheels 16, and rear wheels 18. While the vehicle 10 is depicted as a passenger car in the illustrated embodiment, the vehicle 10 can be other types of vehicles, including trucks, all-terrain vehicles (SUVs), and recreational vehicles (RVs).

[0029] In various embodiments, the body 14 is arranged on the chassis 12 and essentially encloses components of the vehicle 10. The body 14 and the chassis 12 can together form a frame. The wheels 16, 18 are rotatably coupled to the chassis 12 near their respective corners of the body 14.

[0030] In various embodiments, the vehicle 10 is an autonomous or semi-autonomous vehicle that is automatically controlled to transport passengers and / or cargo from one place to another. For example, in one exemplary embodiment, the vehicle 10 is a so-called Level Two, Level Three, Level Four, or Level Five automation system. Level Two automation means that the vehicle assists the driver with various driving tasks under driver supervision. Level Three automation means that, under certain circumstances, the vehicle can take over all driving functions. All major functions are automated, including braking, steering, and accelerating. At this level, the driver can completely disengage until the vehicle instructs the driver otherwise.A Level Four system indicates "high automation" and refers to the driving-mode-specific performance of all aspects of the dynamic driving task by an automated driving system, even if a human driver does not respond appropriately to a request for intervention. A Level Five system indicates "full automation" and refers to the full-time performance of all aspects of the dynamic driving task by an automated driving system under all road and environmental conditions that can be handled by a human driver.

[0031] As shown, the vehicle 10 generally includes a drive 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 drive system 20 is configured to generate power to propel the vehicle. The drive system 20 includes an internal combustion engine (ICE). In various embodiments, the drive system 20 may also include an electric machine, such as a traction motor, a fuel cell propulsion system, and / or any other type of drive configuration. The transmission system 22 is configured to transmit power from the drive system 20 to the vehicle wheels 16, 18 according to selectable speed ratios.According to various embodiments, the transmission system 22 can include a gear-ratio automatic transmission, a continuously variable transmission, or another suitable transmission. The braking system 26 is configured to provide a braking torque to the vehicle wheels 16 and 18. The braking system 26 can, in various embodiments, include friction brakes, brake-by-wire, a regenerative braking system such as an electric motor, and / or other suitable braking systems.

[0032] The steering system 24 is configured to influence the position of the vehicle wheels 16. Although, for illustrative purposes, it is shown in some embodiments considered within the scope of this disclosure as including a steering wheel and steering column, the steering system 24 may not include a steering wheel and / or steering column. The steering system 24 includes a steering column coupled, for example, by a rack and pinion or other mechanism (not shown), to an axle 50 associated with the front wheels 16. Alternatively, the steering system 24 may include a steer-by-wire system comprising actuators associated with each of the front wheels 16.

[0033] The sensor system 28 includes one or more detection devices 40a-40n that detect observable conditions of the external environment and / or the internal environment of the vehicle 10. The detection devices 40a-40n may include, among others, radar, lidar, global positioning systems, optical cameras, thermal imaging cameras, ultrasonic sensors, a steering wheel sensor, and / or other sensors.

[0034] The vehicle dynamics sensors provide vehicle dynamics data, including longitudinal speed, yaw rate, lateral acceleration, longitudinal acceleration, etc. The vehicle dynamics sensors may include wheel sensors that measure information relating to one or more wheels of the vehicle 10. In one embodiment, the wheel sensors comprise wheel speed sensors coupled to each of the wheels 16, 18 of the vehicle 10. Furthermore, the vehicle dynamics sensors 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 ​​for the vehicle 10, including lateral and longitudinal acceleration and yaw rate. In at least one embodiment, the vehicle dynamics sensors provide vehicle motion data.

[0035] The actuator system 30 includes one or more actuator devices 42a-42n that control one or more vehicle features, such as, among others, one or more vehicle wheels 16, 18, the drive system 20, the transmission system 22, the steering system 24, and the braking system 26. In various embodiments, the vehicle features may further include interior and / or exterior vehicle features, such as doors, a trunk, and cabin features such as air, music, lighting, etc. (not numbered).

[0036] The communication system 36 is configured to wirelessly communicate information to and from other entities 48, such as, among others, other vehicles (“V2V” communication), infrastructure (“V2I” communication), remote systems, and / or personal devices. In one exemplary embodiment, the communication system 36 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using IEEE 802.11 standards or using cellular data communication. However, additional or alternative communication methods, such as a dedicated short-range communication (DSRC) channel, are also considered within the scope of this disclosure.DSRC channels refer to one-way or two-way short-range to medium-range wireless communication channels specifically designed for automotive use and a corresponding set of protocols and standards.

[0037] The data storage device 32 stores data for use in the ADS of the vehicle 10. In various embodiments, the data storage device 32 stores defined maps of the navigable environment. In various embodiments, the defined maps can be predefined by and received from a remote system. For example, the defined maps can be compiled by the remote system and communicated to the vehicle 10 (wirelessly and / or via a wired connection) and stored in the data storage device 32. It is understood that the data storage device 32 can be part of the controller 34, separate from the controller 34, or part of the controller 34 and part of a separate system.

[0038] The controller 34 includes at least one processor 44 and a computer-readable memory device or computer-readable storage medium 46. The processor 44 can be any custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors assigned to the controller 34, a microprocessor-based semiconductor (in the form of a microchip or chipset), a macroprocessor, any combination thereof, or generally any device for executing instructions. The computer-readable memory device or computer-readable storage medium 46 can, for example, include volatile and non-volatile storage in 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 operating variables while the processor 44 is powered off. The computer-readable memory device or computer-readable storage medium 46 can be implemented using any number of known memory devices, such as PROMs (programmable read-only memory), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or any other electrical, magnetic, optical, or combined memory devices capable of storing data, some of which are executable instructions used by the controller 34 in controlling the vehicle 10. In at least one embodiment, the computer-readable memory device 46 is at least one memory configured to store the cold-start emission attenuation system 100.

[0039] The instructions can include one or more separate programs, each comprising an ordered list of executable instructions for implementing logical functions. When executed by the processor 44, the instructions receive and process signals from the sensor system 28, perform logic, calculations, procedures, and / or algorithms to automatically control the components of the vehicle 10, and generate control signals to the actuator system 30 to automatically control the components of the vehicle 10 based on the logic, calculations, procedures, and / or algorithms. Although in Fig. While only one controller 34 is shown in Figure 1, embodiments of the vehicle 10 may include any number of controllers 34 that communicate via any suitable communication medium or combination of communication media and that interact to process the sensor signals, perform logic, calculations, procedures and / or algorithms, and generate control signals to automatically control features of the vehicle 10. In various embodiments, the controller(s) 34 are configured to implement ADS.

[0040] With reference to Fig. Figure 2 shows a functional block diagram of a controller 34, which includes a cold-start emission reduction system 100 according to at least one embodiment. 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 containing one or more instructions that are stored in or assigned to the at least one memory 46. The at least one memory 46 contains instructions that the at least one processor 44 is configured to execute. The at least one memory 46 contains an embodiment of the cold-start emission reduction system 100, which is configured to reduce cold-start emissions in a vehicle 10.In at least one embodiment, the cold start emission mitigation system 100 is configured to mitigate cold start emissions by managing rotation of the turbocharger turbine before fuel injection or combustion events are scheduled to take place. In one instance, the turbocharger turbine rotation occurs before the engine experiences any cylinder ignition events.

[0041] The control unit 34 is configured to communicate with one or more of the following: a trigger signal source 200, a wastegate actuator 202, a turbine shaft actuator 204, a catalyst heater 206, a variable valve timing (VVT) system 208, an electric motor system 210, an exhaust gas recirculation valve actuator 212, and a compressor bypass valve actuator 214. In at least one embodiment, the trigger signal source 200 is configured to generate a vehicle start signal when a vehicle 10 is switched on. In at least one embodiment, the trigger signal source 200 is an ignition system configured to generate an ignition signal. The ignition signal is the vehicle start signal. The control unit 34 may include additional components that enable the operation of the cold start emission attenuation system 100.

[0042] With reference to Fig. Figure 3 shows a functional block diagram of an internal combustion engine system 300, which includes a first catalyst heating arrangement according to at least one embodiment. The internal combustion engine system 300 includes a turbocharger 302, an engine 304, a wastegate 306, a compressor bypass valve 308, a catalyst heater 206, and a catalyst 310. The turbocharger 302 includes a compressor 312, a turbine 314, a turbine shaft 316, and a turbine shaft actuator 204. The wastegate 306 includes a wastegate actuator 202. The compressor bypass valve 308 includes a compressor bypass valve actuator 214. In at least one embodiment, the turboshaft actuator 204 is a motor-generator unit (MGU).

[0043] The internal combustion engine system 300 includes an intake manifold 318 and an exhaust manifold 320. The intake manifold 318 fluidically couples the compressor 312 to the intake valves of the cylinders of the engine 304. The exhaust manifold 320 fluidically couples the exhaust valves of the cylinders of the engine 304 to the turbine 314. The internal combustion engine system 300 may include additional components that enable the operation of the internal combustion engine system 300.

[0044] Vehicle 10 relies on catalyst 310 to process exhaust gases produced by engine 304 during a combustion process before the exhaust gases are released from vehicle 10 as emissions. Catalysts 310 typically need to reach an operating temperature to process exhaust gases effectively. This operating temperature is referred to as the catalyst start-up temperature. The catalyst start-up temperature is generally about halfway between the maximum conversion efficiency temperatures, such as 300 °C. The maximum conversion efficiency temperature might be, for example, 500 °C. A cold start of an internal combustion engine system 300 occurs when vehicle 10 is started after engine 304 has been switched off for several hours. During a cold start, vehicle 10 may emit excessive amounts of exhaust gases until catalyst 310 reaches the catalyst start-up temperature.The cold start emission mitigation system 100 is configured to manage the rotation of the turbine 314 via the turboshaft actuator 204 to accelerate the process of the catalyst 310 to reach the catalyst start-up temperature in order to mitigate cold start emissions.

[0045] The cold start emission reduction system 100 manages the rotation of turbine 314 to cause recirculated air to flow in a recirculation flow path. The recirculation flow path includes the exhaust manifold 320, the exhaust baffles between the exhaust manifold 320 and turbine 314, a turbine housing of turbine 314, the exhaust baffles between turbine 314 and wastegate 306, the exhaust baffles between wastegate 306 and exhaust manifold 320, and the exhaust baffles between turbine 314 and catalyst heater 206.

[0046] The recirculated air is heated by the catalyst heater 206. Heat is transferred from the heated recirculated air to the exhaust manifold 320, the exhaust walls between the exhaust manifold 320 and the turbine 314, the turbine housing of the turbine 314, the exhaust walls between the turbine 314 and the wastegate 306, the exhaust walls between the wastegate 306 and the exhaust manifold 320, and the exhaust walls between the turbine 314 and the catalyst heater 206. An airflow near or through the catalyst heater 206 assists the heat transfer from the catalyst heater 206 to the recirculated air. An airflow near or through the catalyst heater 206 assists in warming the catalyst 310. Switching on the catalyst heater 206 before normal engine operation with little to no airflow does not provide a means of efficiently pushing hot air near or through the catalyst 310.

[0047] An exhaust wall system comprises the exhaust manifold 320, the exhaust walls between the exhaust manifold 320 and the turbine 314, the turbine housing of the turbine 314, the exhaust walls between the turbine 314 and the wastegate 306, the exhaust walls between the wastegate 306 and the exhaust manifold 320, and the exhaust walls between the turbine 314 and the catalyst heater 206. The exhaust wall between the turbine 314 and the wastegate 306 intersects the exhaust wall between the turbine 314 and the catalyst heater 206. The catalyst heater 206 is located downstream of the intersection of the exhaust wall between the turbine 314 and the wastegate 306 and the exhaust wall between the turbine 314 and the catalyst heater 206. Heating the exhaust wall system will promote catalyst activation. The operation of embodiments of the cold start emission attenuation system 100 is described in more detail below.

[0048] With reference to Fig. Figure 4 is a flowchart representation of an exemplary method 400 for reducing cold-start emissions by rotating the turbine 314 in the internal combustion engine system 300, which is the first catalyst heating arrangement of Fig. 3 includes, as shown in at least one embodiment. Method 400 is described with reference to an exemplary implementation of an embodiment of a cold-start emission attenuation system 100. As can be seen from the disclosure, the order of operation within Method 400 is not limited to sequential execution, as shown in Fig. 4 illustrates, but can be carried out in one or more different sequences as required and in accordance with the present disclosure.

[0049] At 402, the cold start emission control system 100 receives a trigger signal from the trigger signal source 200 of the vehicle 10. In at least one embodiment, the trigger signal is an engine start signal. The ignition system switches on the vehicle 10, but does not start the engine 304 of the vehicle 10 in response to the engine start signal.

[0050] At 404, the cold start emission attenuation system 100 issues a command to the wastegate actuator 202 to open the wastegate 306. In at least one embodiment, the cold start emission attenuation system 100 issues a command to the wastegate actuator 206 to fully open the wastegate 306. In at least one embodiment, the cold start emission attenuation system 100 issues a command to the compressor bypass actuator 214 to open the compressor bypass valve 308. In at least one embodiment, the cold start emission attenuation system 100 issues a command to the compressor bypass actuator 214 to fully open the compressor bypass valve 308. The compressor bypass valve 308 is open to protect the compressor 312 from damage due to potential compressor pumping conditions.

[0051] At 406, the cold-start emission attenuation system 100 issues a command to the VVT ​​system 208 to at least partially open the intake and exhaust valves of at least one of the multiple cylinders of an internal combustion engine 304 in order to maximize the airflow through the multiple cylinders into the exhaust manifold 320. In at least one embodiment, the command to the VVT ​​system 208 can be initiated and controlled during the engine shutdown routine of the previous cycle to bring the cams into the overlap state, since much of the VVT ​​system 208 is inactive when the engine is off. The action to achieve the overlap occurs while the engine is off and depends on the final position of the crankshaft during shutdown. A hybrid electric motor can move the crankshaft and bring one or more cylinders into overlap. The electric cam adjuster can move the cams slightly.A hydraulic cam adjuster cannot do this if the engine is not running. A hybrid electric motor can turn the crankshaft to bring the cams / valves into overlap. The overlap allows airflow through the cylinders.

[0052] At position 408, the cold start emission control system 100 sends a command to the EGR valve actuator 212 to open the EGR valve, allowing airflow from the intake system to the exhaust manifold 320 regardless of the crankshaft position. If the crankshaft timing is such that the intake or exhaust valves are not in an overlapping state, the EGR valve still allows airflow from the intake system to the exhaust manifold 320. In a diesel engine, the overlap of the intake and exhaust valve areas is relatively small. Opening the EGR valve in a gas or diesel engine maximizes the overall airflow from the intake system to the exhaust manifold 320.

[0053] The 304 engine cannot allow air to flow through it while the crankshaft is stationary unless the intake and exhaust valves are in overlapping condition (this is when both the intake and exhaust valves within a given cylinder are open simultaneously) and / or there is a short-circuit flow around the cylinders. In this case, that would be the EGR valve. The EGR valve connects the intake system (normally upstream of the manifold) to the 320 exhaust manifold.

[0054] At 410, the cold start emission control system 100 issues a command to the turboshaft actuator 204 to rotate the turbine 314. In at least one embodiment, the turboshaft actuator 204 is a motor-generator unit (MGU). The MGU implements the rotation of the turbine 314 in response to the command from the cold start emission control system 100. In at least one embodiment, the compressor bypass valve 308 is held in a closed position.

[0055] The rotation of turbine 314 causes recirculated air to flow in the recirculation flow path. The recirculation flow path includes the exhaust manifold 320, exhaust baffles between the exhaust manifold 320 and turbine 314, a turbine housing for turbine 314, exhaust baffles between turbine 314 and wastegate 306, exhaust baffles between wastegate 306 and exhaust manifold 320, and exhaust baffles between turbine 314 and catalyst heater 206. The recirculated air is heated by the catalyst heater 206. Heat is transferred from the heated recirculated air to the exhaust manifold 320, the exhaust walls between the exhaust manifold 320 and the turbine 314, the turbine housing of the turbine 314, the exhaust walls between the turbine 314 and the wastegate 306, the exhaust walls between the wastegate 306 and the exhaust manifold 320 and the exhaust walls between the turbine 314 and the catalyst heater 206.

[0056] It is desirable to move air from the intake to the exhaust to primarily obtain a higher net flow through the catalyst 310. If this is not possible or the flow rate is low, a recirculated exhaust flow is used more and more. There is typically always some recirculated flow through the wastegate 306. The rotation of the turbine 314 causes recirculated air to flow in the recirculation flow path to provide a net airflow through the catalyst 310 when air can move from the intake system to the exhaust. This can be achieved by flowing through one or more cylinders that have valves in an overlapping state (e.g., when both intake and exhaust valves on a particular cylinder are open) or an EGR valve is open.

[0057] The exhaust wall system includes the exhaust manifold 320, the exhaust walls between the exhaust manifold 320 and the turbine 314, the turbine housing of the turbine 314, the exhaust walls between the turbine 314 and the wastegate 306, the exhaust walls between the wastegate 306 and the exhaust manifold 320, and the exhaust walls between the turbine 314 and the catalyst heater 206. Since the exhaust wall system is heated by the warmed recirculated air before the engine 304 is started, it takes less time for the catalyst 310 to reach its catalyst start-up temperature once the engine 304 is started and normal engine operation is initiated. Normal engine operation refers to the occurrence of cylinder ignition events.The emissions produced after using the Cold Start Emission Attenuation System 100 to warm the exhaust wall system prior to a cold engine start are lower than the emissions produced during a cold engine start without using the Cold Start Emission Attenuation System 100.

[0058] With reference to Fig. Figure 5 shows a functional block diagram of an internal combustion engine system 500, which includes a second catalyst heating arrangement according to at least one embodiment. The internal combustion engine system 500 includes a turbocharger 502, an engine 504, a wastegate 506, a compressor bypass valve 508, a catalyst heater 206, and a catalyst 510. The turbocharger 502 includes a compressor 512, a turbine 514, a turbine shaft 516, and a turbine shaft actuator 204. The wastegate 506 includes a wastegate actuator 202. The compressor bypass valve 508 includes a compressor bypass valve actuator 214. In at least one embodiment, the turboshaft actuator 204 is a motor-generator unit (MGU).

[0059] The internal combustion engine system 500 includes an intake manifold 518 and an exhaust manifold 520. The intake manifold 518 fluidically couples the compressor 512 to the intake valves of the cylinders of the engine 504. The exhaust manifold 520 fluidically couples the exhaust valves of the cylinders of the engine 504 to the turbine 514. The internal combustion engine system 500 may include additional components that enable the operation of the internal combustion engine system 500.

[0060] Vehicle 10 relies on the catalyst 510 to process exhaust gases produced by the engine 504 during a combustion process before the exhaust gases are released from Vehicle 10 as emissions. Catalysts 510 typically need to reach an operating temperature to process exhaust gases effectively. This operating temperature is referred to as the catalyst start-up temperature. The catalyst start-up temperature is generally about halfway between the maximum conversion efficiency temperatures, such as 300 °C. The maximum conversion efficiency temperature might be, for example, 500 °C. A cold start of an internal combustion engine system 500 occurs when Vehicle 10 is started after the engine 504 has been switched off for several hours. During a cold start, Vehicle 10 may emit excessive amounts of exhaust gases until the catalyst 510 reaches the catalyst start-up temperature.The cold start emission mitigation system 100 is configured to manage the rotation of the turbine 514 via the turboshaft actuator 204 to accelerate the process of the catalyst 510 to reach the catalyst start-up temperature in order to mitigate cold start emissions.

[0061] The cold start emission reduction system 100 manages the rotation of turbine 514 to cause recirculated air to flow in a recirculation flow path. The recirculation flow path includes the exhaust manifold 520, the exhaust baffles between the exhaust manifold 520 and turbine 514, the turbine housing of turbine 514, the exhaust baffles between turbine 514 and catalyst heater 206, the exhaust baffles between catalyst heater 206 and wastegate 506, the exhaust baffles between wastegate 506 and exhaust manifold 520, and the exhaust baffles between catalyst heater 206 and catalyst 510.

[0062] The recirculated air is heated by the catalyst heater 206, which is located in the recirculation flow path. Positioning the catalyst heater 206 within the recirculation flow path increases the heat transfer from the catalyst heater 206 to the airflow. The recirculation flow path adjoins one side of the catalyst 510. Heat is transferred from the heated recirculated air to the exhaust manifold 520, the exhaust walls between the exhaust manifold 520 and the turbine 514, the turbine housing of the turbine 514, the exhaust walls between the turbine 514 and the catalyst heater 206, the exhaust walls between the catalyst heater 206 and the wastegate 506, the exhaust walls between the wastegate 506 and the exhaust manifold 520, the exhaust walls between the catalyst heater 206 and the catalyst 510, and the catalyst 510 via the side of the catalyst 510 adjacent to the recirculation flow path.

[0063] An exhaust wall system includes the exhaust manifold 520, the exhaust walls between the exhaust manifold 520 and the turbine 514, the turbine housing of the turbine 514, the exhaust walls between the turbine 514 and the catalyst heater 206, the exhaust walls between the catalyst heater 206 and the wastegate 506, the exhaust walls between the wastegate 506 and the exhaust manifold 520, and the exhaust walls between the catalyst heater 206 and the catalyst 510.

[0064] The catalyst 510 is arranged upstream of the intersection of the exhaust gas wall between the catalyst heater 206 and the wastegate 506, and the exhaust gas wall between the catalyst heater 206 and the catalyst 510. Warming up the exhaust gas wall system and the catalyst 510 will promote catalyst activation. The operation of embodiments of the cold-start emission reduction system 100 is described in more detail below.

[0065] With reference to Fig. Figure 6 is a flowchart representation of an exemplary method 600 for reducing cold-start emissions by rotating the turbine 514 in the internal combustion engine system 500, which is the second catalyst heating arrangement of Fig. 5 includes, as shown in at least one embodiment. Method 600 is described with reference to an exemplary implementation of an embodiment of a cold-start emission attenuation system 100. As can be seen from the disclosure, the order of operation within Method 600 is not limited to sequential execution, as shown in Fig. 6 illustrates, but can be carried out in one or more different sequences as required and in accordance with the present disclosure.

[0066] At 602, the cold start emission control system 100 receives a trigger signal from the trigger signal source 200 of the vehicle 10. In at least one embodiment, the trigger signal is an engine start signal. The ignition system switches on the vehicle 10, but does not start the engine 304 of the vehicle 10 in response to the engine start signal.

[0067] At 604, the cold start emission attenuation system 100 issues a command to the wastegate actuator 202 to open the wastegate 506. In at least one embodiment, the cold start emission attenuation system 100 issues a command to the wastegate actuator 206 to fully open the wastegate 506.

[0068] At 606, the cold start emission attenuation system 100 issues a command to the compressor bypass actuator 214 to open the compressor bypass valve 508. In at least one embodiment, the cold start emission attenuation system 100 issues a command to the compressor bypass actuator 214 to fully open the compressor bypass valve 508. The compressor bypass valve 508 is open to protect the compressor 512 from damage due to potential compressor pumping conditions.

[0069] At 608, the cold start emission control system 100 issues a command to the turboshaft actuator 204 to rotate the turbine 514. In at least one embodiment, the turboshaft actuator 204 is a motor-generator unit (MGU). The MGU implements the rotation of the turbine 514 in response to the command from the cold start emission control system 100.

[0070] The rotation of turbine 514 causes recirculated air to flow in the recirculation flow path. The recirculation flow path includes the exhaust manifold 520, the exhaust walls between the exhaust manifold 520 and turbine 514, the turbine housing of turbine 514, the exhaust walls between turbine 514 and catalyst heater 206, the exhaust walls between catalyst heater 206 and wastegate 506, the exhaust walls between wastegate 506 and exhaust manifold 520, and the exhaust walls between catalyst heater 206 and catalyst 510. One side of catalyst 510 is located adjacent to the recirculation flow path. The recirculated air flows past this side of catalyst 510.

[0071] The recirculated air is heated by the catalyst heater 206 as it flows through it. Heat is transferred from the heated recirculated air to the exhaust manifold 520, the exhaust walls between the exhaust manifold 520 and the turbine 514, the turbine housing of the turbine 514, the exhaust walls between the turbine 514 and the catalyst heater 206, the exhaust walls between the catalyst heater 206 and the wastegate 506, the exhaust walls between the wastegate 506 and the exhaust manifold 520, the exhaust walls between the catalyst heater 206 and the catalyst 510, and the catalyst 510 via the side of the catalyst 510 adjacent to the recirculation flow path.

[0072] The exhaust baffle system includes the exhaust manifold 520, the exhaust baffles between the exhaust manifold 520 and the turbine 514, the turbine housing of the turbine 514, the exhaust baffles between the turbine 514 and the catalyst heater 206, the exhaust baffles between the catalyst heater 206 and the wastegate 506, the exhaust baffles between the wastegate 506 and the exhaust manifold 520, and the exhaust baffles between the catalyst heater 206 and the catalyst 510. Since the exhaust baffle system and the catalyst 510 are heated by the warmed recirculated air before the engine 504 is started, it takes less time for the catalyst 510 to reach its ignition start-up temperature once the engine 504 is started and normal engine operation is initiated. Normal engine operation refers to the occurrence of cylinder ignition events.The emissions produced after using the Cold Start Emission Attenuation System 100 to warm the exhaust wall system and the catalyst 510 prior to cold engine start are lower than the emissions produced during cold engine start without the use of the Cold Start Emission Attenuation System 100.

[0073] With reference to Fig. Figure 7 shows a functional block diagram of an internal combustion engine system 700, which includes a third catalyst heating arrangement with respect to the wastegate channel outlet position according to at least one embodiment. The internal combustion engine system 700 includes a turbocharger 702, an engine 704, a wastegate 706, a compressor bypass valve 708, a catalyst heater 206, and a catalyst. The catalyst comprises a first catalyst block 710a and a second catalyst block 710b. The turbocharger 702 includes a compressor 712, a turbine 714, a turbine shaft 716, and a turbine shaft actuator 204. The wastegate 706 includes a wastegate actuator 202. The compressor bypass valve 708 includes a compressor bypass valve actuator 214. In at least one embodiment, the turboshaft actuator 204 is a motor generator unit (MGU).

[0074] The internal combustion engine system 700 includes an intake manifold 718 and an exhaust manifold 720. The intake manifold 718 fluidically couples the compressor 712 to the intake valves of the cylinders of the engine 704. The exhaust manifold 720 fluidically couples the exhaust valves of the cylinders of the engine 704 to the turbine 714. The internal combustion engine system 700 may include additional components that enable the operation of the internal combustion engine system 700.

[0075] Vehicle 10 relies on the catalytic converter to process exhaust gases produced by engine 704 during a combustion process before the exhaust gases are released from vehicle 10 as emissions. Catalysts typically need to reach an operating temperature to process exhaust gases effectively. This operating temperature is referred to as the catalyst start-up temperature. The catalyst start-up temperature is generally around the middle of the maximum conversion efficiency temperatures, such as 300 °C. The maximum conversion efficiency temperature might be, for example, 500 °C. A cold start of an internal combustion engine system 700 occurs when vehicle 10 is started after engine 704 has been switched off for several hours. During a cold start, vehicle 10 may emit excessive amounts of exhaust gases until the catalytic converter reaches its start-up temperature.The cold start emission mitigation system 100 is configured to manage the rotation of the turbine 714 via the turboshaft actuator 204 to accelerate the catalyst's process of reaching catalyst start-up temperature in order to mitigate cold start emissions.

[0076] The cold start emission attenuation system 100 manages the rotation of turbine 714 to cause recirculated air to flow in a recirculation flow path. The recirculation flow path includes the exhaust manifold 720, the exhaust baffles between the exhaust manifold 720 and turbine 714, the turbine housing of turbine 714, the exhaust baffles between turbine 714 and catalyst heater 206, the exhaust baffles between catalyst heater 206 and the first catalyst block 710a, the exhaust baffles between the first catalyst block 710a and wastegate 706, and the exhaust baffles between wastegate 706 and exhaust manifold 720. Catalyst heater 206 and first catalyst block 710a are located within the recirculation flow path. The second catalyst block 710b is located outside the recirculation flow path.

[0077] The recirculated air is heated by the catalyst heater 206 as it flows through it. Heat is transferred from the heated recirculated air to the exhaust manifold 720, the exhaust walls between the exhaust manifold 720 and the turbine 714, the turbine housing of the turbine 714, the exhaust walls between the turbine 714 and the catalyst heater 206, the exhaust walls between the catalyst heater 206 and the first catalyst block 710a, the exhaust walls between the first catalyst block 710a and the wastegate 706, the exhaust walls between the wastegate 706 and the exhaust manifold 720, and the first catalyst block 710a. The recirculated air flows through the first catalyst block 710a. One side of the second catalyst block 710b is located adjacent to the recirculation flow path.The heated recirculated air flows past the side of the second catalyst block 710b, heat is transferred from the heated recirculated air to the second catalyst block 710b via the side of the second catalyst block 710b.

[0078] An exhaust wall system comprises the exhaust manifold 720, the exhaust walls between the exhaust manifold 720 and the turbine 714, the turbine housing of the turbine 714, the exhaust walls between the turbine 714 and the catalyst heater 206, the exhaust walls between the catalyst heater 206 and the first catalyst block 710a, the exhaust walls between the first catalyst block 710a and the wastegate 706, and the exhaust walls between the wastegate 706 and the exhaust manifold 720. Warming the exhaust wall system, the first catalyst block 710a, and the second catalyst block 710b will promote catalyst start-up. The operation of embodiments of the cold-start emission reduction system 100 is described in more detail below.

[0079] With reference to Fig. Figure 8 is a flowchart representation of an exemplary method 800 for reducing cold-start emissions by rotating the turbine 714 in the internal combustion engine system 700, which is the third catalyst heating arrangement of Fig. 7 includes, as shown in at least one embodiment. Method 800 is described with reference to an exemplary implementation of an embodiment of a cold-start emission attenuation system 100. As can be seen from the disclosure, the order of operation within Method 700 is not limited to sequential execution, as shown in Fig. 7 illustrates, but can be carried out in one or more different sequences as required and in accordance with the present disclosure.

[0080] At 802, the cold start emission control system 100 receives a trigger signal from the trigger signal source 200 of the vehicle 10. In at least one embodiment, the trigger signal is an ignition switch-on signal. In at least one embodiment, the trigger signal source 200 is an ignition system. The ignition system switches on the vehicle 10, but does not start the engine 704 of the vehicle 10.

[0081] At 804, the cold start emission attenuation system 100 issues a command to the wastegate actuator 202 to open the wastegate 706. In at least one embodiment, the cold start emission attenuation system 100 issues a command to the wastegate actuator 206 to fully open the wastegate 706.

[0082] At 806, the cold start emission attenuation system 100 issues a command to the compressor bypass actuator 214 to open the compressor bypass valve 708. In at least one embodiment, the cold start emission attenuation system 100 issues a command to the compressor bypass actuator 214 to fully open the compressor bypass valve 708. The compressor bypass valve 708 is open to protect the compressor 712 from damage due to potential compressor pumping conditions.

[0083] At 808, the cold start emission control system 100 issues a command to the turboshaft actuator 204 to rotate the turbine 714. In at least one embodiment, the turboshaft actuator 204 is a motor-generator unit (MGU). The MGU implements the rotation of the turbine 714 in response to the command from the cold start emission control system 100.

[0084] The rotation of turbine 714 causes recirculated air to flow in the recirculation flow path. The recirculation flow path includes the exhaust manifold 720, the exhaust walls between the exhaust manifold 720 and turbine 714, the turbine housing of turbine 714, the exhaust walls between turbine 714 and catalyst heater 206, the exhaust walls between catalyst heater 206 and the first catalyst block 710a, the exhaust walls between the first catalyst block 710a and wastegate 706, and the exhaust walls between wastegate 706 and exhaust manifold 720. The first catalyst block 710a and catalyst heater 206 are located within the recirculation flow path. The second catalyst block 710b is located outside the recirculation flow path.

[0085] The recirculated air is heated by the catalyst heater 206 as it flows through it. Heat is transferred from the heated recirculated air to the exhaust manifold 720, the exhaust walls between the exhaust manifold 720 and the turbine 714, the turbine housing of the turbine 714, the exhaust walls between the turbine 714 and the catalyst heater 206, the exhaust walls between the catalyst heater 206 and the first catalyst block 710a, the exhaust walls between the first catalyst block 710a and the wastegate 706, the exhaust walls between the wastegate 706 and the exhaust manifold 720, and the first catalyst block 710a. The recirculated air flows through the first catalyst block 710a. One side of the second catalyst block 710b is located adjacent to the recirculation flow path. The heated recirculated air flows past the side of the second catalyst block 710b.Heat is transferred from the heated recirculated air to the second catalyst block 710b via the side of the second catalyst block 710b.

[0086] The exhaust wall system includes the exhaust manifold 720, the exhaust walls between the exhaust manifold 720 and the turbine 714, the turbine housing of the turbine 714, the exhaust walls between the turbine 714 and the catalyst heater 206, the exhaust walls between the catalyst heater 206 and the first catalyst block 710a, the exhaust walls between the first catalyst block 710a and the wastegate 706, and the exhaust walls between the wastegate 706 and the exhaust manifold 720. Since the exhaust wall system and the catalyst are heated by the warmed recirculated air before the engine 704 is started, it takes less time for the catalyst to reach its ignition start-up temperature once normal engine operation is initiated. Normal engine operation refers to the occurrence of cylinder ignition events.The emissions generated after using the Emission Attenuation System 100 to warm the exhaust wall system prior to a cold engine start are lower than the emissions generated during a cold engine start without the use of the Emission Attenuation System 100.

[0087] An airflow near or through the catalyst heater 206 assists in the heat transfer from the catalyst heater 206 to the recirculated air. An airflow near or through the catalyst heater 206 assists in warming the catalyst 310, 410, 510. Switching on the catalyst heater 206 before normal engine operation with little to no airflow does not provide a means of efficiently forcing hot air near or through the catalyst 310, 510, 710a, 710b.

[0088] Although at least one exemplary embodiment has been presented in the preceding detailed description, it is understood that a large number of variations exist. It is also understood that the exemplary embodiment or embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of this disclosure in any way. Rather, the preceding detailed description provides the person skilled in the art with a suitable plan for implementing the exemplary embodiment or embodiments. It is understood that various modifications to the function and arrangement of elements can be made without deviating from the scope of the disclosure as set forth in the appended claims and their legal equivalents.

Claims

[1] Method for reducing cold start emissions in a vehicle (10) incorporating a catalyst heater (206) by means of a rotation of a turbocharger turbine, comprising: Receiving, at a control (34), a trigger signal from a trigger signal source (200) of the vehicle (10); Output, by means of the control (34), a first control signal to a wastegate actuator (202) to open a wastegate (306) in response to the trigger signal; Output, by means of the control (34), a second control signal to a turboshaft actuator (204) to rotate a turbine (314) of a turbocharger (302) in response to the trigger signal; and Output, by the control (34), a third control signal to the catalyst heater (206) to switch on the catalyst heater (206) in response to the trigger signal, wherein the catalyst heater (206) is arranged between the turbine (314) and a catalyst (310), wherein: The rotation of the turbine (314) causes recirculated air to flow through the catalyst (310) in a recirculation flow path; the recirculation flow path includes an exhaust manifold (320), exhaust walls between the exhaust manifold (320) and the turbine (314), a turbine housing of the turbine (314), exhaust walls between the turbine (314) and the wastegate (306), exhaust walls between the wastegate (306) and the exhaust manifold (320), and exhaust walls between the turbine (314) and the catalyst heater (206); the recirculated air is heated by the catalyst heater (206); and Heat is transferred from the heated recirculated air to the exhaust manifold (320), the exhaust walls between the exhaust manifold (320) and the turbine (314), the turbine housing of the turbine (314), the exhaust walls between the turbine (314) and the wastegate (306), the exhaust walls between the wastegate (306) and the exhaust manifold (320), and the exhaust walls between the turbine (314) and the catalyst heater (206); furthermore, comprising the output, by the control (34), of a seventh control signal to a compressor bypass valve actuator (214) to open a compressor bypass valve (308) in response to the trigger signal. [2] Method according to claim 1, wherein receiving the trigger signal at the control (34) includes receiving a motor start signal. [3] Method according to claim 1, wherein the output, by the control (34), of the first control signal to the wastegate actuator (202) to open the wastegate (306) comprises the output, by the control (34), of the first control signal to the wastegate actuator (202) to fully open the wastegate (306). [4] Method according to claim 1, further comprising issuing, by means of the control (34), a fourth command to a variable valve timing (VVT) system to at least partially open an inlet valve and an exhaust valve of at least one of several cylinders of an internal combustion engine. [5] Method according to claim 1, further comprising outputting, by the control (34), a sixth control signal to an exhaust gas recirculation (EGR) valve actuator to open an EGR valve in response to the trigger signal. [6] Method according to claim 1, wherein: the recirculation flow path includes the exhaust manifold (320), the exhaust walls between the exhaust manifold (320) and the turbine (314), the turbine housing of the turbine (314), the exhaust walls between the turbine (314) and the catalyst heater (206), exhaust walls between the catalyst heater (206) and the wastegate (306), the exhaust walls between the wastegate (306) and the exhaust manifold (320), and exhaust walls between the catalyst heater (206) and the catalyst (310); the recirculation flow path adjoins a first side of the catalyst; and Heat from the heated recirculated air is transferred to the exhaust manifold (320), the exhaust walls between the exhaust manifold (320) and the turbine (314), the turbine housing of the turbine (314), the exhaust walls between the turbine (314) and the catalyst heater (206), the exhaust walls between the catalyst heater (206) and the wastegate (306), the exhaust walls between the wastegate (306) and the exhaust manifold (320), the exhaust walls between the catalyst heater (206) and the catalyst (310), and the catalyst (310) via the first side of the catalyst. [7] Method according to claim 1, wherein: the catalyst (310) comprises a first catalyst block (710a) and a second catalyst block (710b); the recirculation flow path includes the exhaust manifold (320), the exhaust walls between the exhaust manifold (320) and the turbine (314), the turbine housing of the turbine (314), the exhaust walls between the turbine (314) and the catalyst heater (206), exhaust walls between the catalyst heater (206) and the first catalyst block (710a), exhaust walls between the first catalyst block (710a) and the wastegate (306) and the exhaust walls between the wastegate (306) and the exhaust manifold (320); the second catalyst block (710b) is located outside the recirculation flow path; and Heat from the heated recirculated air is transferred to the exhaust manifold (320), the exhaust walls between the exhaust manifold (320) and the turbine (314), the turbine housing of the turbine (314), the exhaust walls between the turbine (314) and the catalyst heater (206), the exhaust walls between the catalyst heater (206) and the first catalyst block (710a), the exhaust walls between the first catalyst block (710a) and the wastegate (306), the exhaust walls between the wastegate (306) and the exhaust manifold (320) and the first catalyst block (710a). [8] Method according to claim 1, wherein the turboshaft actuator (204) is a motor generator unit (MGU). [9] System (100) for reducing cold start emissions produced by a vehicle (10) incorporating a catalyst heater (206) via a rotation of a turbocharger turbine, comprising: at least one processor (44); and at least one memory (46) that is communicatively coupled to the at least one processor (44), wherein the at least one memory (46) comprises instructions which, when executed by the at least one processor (44), cause the at least one processor (44) to: Receiving a trigger signal from a trigger signal source (200) of the vehicle (10); Outputting an initial control signal to a wastegate actuator (202) to open a wastegate (306) in response to the trigger signal; Outputting a second control signal to a turboshaft actuator (204) to rotate a turbine (314) of a turbocharger (302) in response to the trigger signal; and Outputting a third control signal to the catalyst heater (206) to switch on the catalyst heater (206) in response to the trigger signal, wherein the catalyst heater (206) is arranged between the turbine (314) and a catalyst (310), wherein: The rotation of the turbine (314) causes recirculated air to flow in a recirculation flow path; the recirculation flow path includes an exhaust manifold (320), exhaust walls between the exhaust manifold (320) and the turbine (314), a turbine housing of the turbine (314), exhaust walls between the turbine (314) and the wastegate (306), exhaust walls between the wastegate (306) and the exhaust manifold (320), and exhaust walls between the turbine (314) and the catalyst heater (206); the recirculated air is heated by the catalyst heater (206); and Heat from the heated recirculated air to the exhaust manifold (320), the exhaust walls between the exhaust manifold (320) and the turbine (314), the turbine housing of the turbine (314), the exhaust walls between the turbine (314) and the wastegate (306), the exhaust walls between the wastegate (306) and the exhaust manifold (320), and the exhaust walls between the turbine (314) and the Catalyst heating (206) is transferred wherein the at least one memory (46) further comprises instructions which, when executed by the at least one processor (44), cause the at least one processor (44) to: Output, by the control (34), a seventh control signal to a compressor bypass valve actuator (214) to open a compressor bypass valve (308) in response to the trigger signal.

Images