Integration of heater port in turbomachine housing

Abstract

A turbomachine housing 200 is configured to receive a heated gas output from a heating system (170, Fig. 1B) for raising a temperature of an exhaust gas aftertreatment device (152, Fig. 1B); The turbo

Description

TECHNICAL FIELD The present disclosure relates to an integration of a heater port in a turbomachine housing. Aspects of the invention relate to a turbomachine housing, a system, a vehicle, a method, and computer software. BACKGROUND It is known to provide exhaust gas aftertreatment devices for vehicles to reduce harmful substances emitted by the vehicle. Some exhaust gas aftertreatment devices require heating to above ambient temperatures in order to be efficient. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a turbomachine housing, a system, a vehicle, a method, and computer software as claimed in the appended claims. According to an aspect of the present invention there is provided a turbomachine housing configured to receive a heated gas output from a heating system for raising a temperature of an exhaust gas aftertreatment device. According to an aspect of the present invention there is provided a turbomachine housing configured to receive a heated gas output from a heating system for raising a temperature of an exhaust gas aftertreatment device, wherein the turbomachine housing comprises: an outlet section comprising: an exhaust gas discharge port; and a heating system inlet, wherein the heating system inlet is configured to be directly coupled to an output from the heating system such that heated gases received by the exhaust gas aftertreatment device are substantially homogeneous. By providing the heating system inlet within the turbomachine housing, upstream of the exhaust gas aftertreatment device and various components of the turbomachine housing, there is advantageously provided better heat distribution of gases from the heating system being provided to the exhaust gas aftertreatment device. This makes the process of heating the exhaust gas aftertreatment device more efficient and more effective without needlessly heating up further components. Optionally, the heating system inlet extends through a wall of the outlet section of the turbomachine housing at a location upstream of the exhaust gas discharge port. Optionally, an angle of the heating system inlet is tangential relative to a central axis of the outlet section of the turbomachine housing. Angling the heating system inlet at a tangent relative to the central axis advantageously initiates swirl and turbulence in the input gases and the air present in the system. This allows for better heat distribution of the gases being provided to the exhaust gas aftertreatment device, which makes the process of heating the exhaust gas aftertreatment device more efficient and more effective. Optionally, the heating system inlet further comprises a mounting portion to which a heating system output pipe is secured, the heating system output pipe configured to transfer the heated gas output from the heating system to the heating system inlet. Optionally, the mounting portion comprises a bolted flange joint and the turbomachine housing further comprises a gasket to seal the bolted flange joint. Optionally, the turbomachine housing is a single cast part including the turbine volute and the outlet section, and optionally the inlet section. According to a further aspect of the invention, there is provided a system comprising the turbomachine housing described above, a heating system for raising a temperature of an exhaust gas aftertreatment device, and a control system, wherein the exhaust gas inlet port of the turbomachine housing is configured to receive exhaust gas from an internal combustion engine, wherein the control system is configured to control the heating system to output the heated gas to the heating system inlet at least during a first time period, the first time period being a period before the internal combustion engine is in a running state. Advantageously, using the heater before the internal combustion engine is in the running state further increases the proportion of the exhaust gas aftertreatment device volume that is lit off by the time the engine starts consuming fuel. Thus, both better mixing of gases and better timing of heating is provided. There is therefore advantageously provided better heat distribution of gases from the heating system being provided to the exhaust gas aftertreatment device. Optionally, the control system is configured to control the heating system to output the heated gas to the heating system inlet at least during a second time period, the second time period being a period after the internal combustion engine has entered the running state. Advantageously, this allows the heater to continue heating the exhaust gas aftertreatment device while the engine gets up to operating temperature, and thus provides more efficient heating of the exhaust gas aftertreatment device. The control system comprises one or more controllers collectively comprising at least one electronic processor having an electrical input for receiving an input signal; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to: control the heating system to output the heated gas to the heating system inlet at least during a first time period, the first time period being a period before the internal combustion engine is in a running state. There is therefore advantageously provided better heat distribution of gases from the heating system being provided to the exhaust gas aftertreatment device. According to a further aspect of the invention, there is provided a vehicle comprising the turbomachine housing or the system described above. According to a further aspect of the invention, there is provided a method of raising a temperature of air in a turbomachine housing having an outlet section comprising an exhaust discharge port and a heating system inlet, the method comprising: receiving a heated gas output from a heating system for raising a temperature of an exhaust gas aftertreatment device; and coupling the heated gas into the heating system inlet of the turbomachine housing, such that heated gases received by the exhaust gas aftertreatment device are substantially homogeneous. By providing the heating system inlet upstream of the exhaust gas aftertreatment device and other components of the turbomachine housing, there is advantageously provided better heat distribution of gases being provided to the exhaust gas aftertreatment device. This makes the process of heating the exhaust gas aftertreatment device more efficient and more effective without needlessly heating up further components. According to a further aspect of the invention, there is provided a method of raising a temperature of air in a turbomachine housing for an exhaust system of a vehicle, the exhaust system comprising the turbomachine housing and a heating system, wherein the heating system is for raising a temperature of an exhaust gas aftertreatment device, wherein the turbomachine housing comprises: an inlet section having an exhaust gas inlet port; a turbine volute; and an outlet section extending from the turbine volute and having an exhaust gas discharge port; wherein the outlet section of the turbomachine housing further comprises a heating system inlet, the heating system inlet configured to receive a heated gas output from the heating system, wherein the method comprises: outputting the heated gas to the heating system inlet at least during a first time period, the first time period being a period before the internal combustion engine is in a running state; receiving an input signal indicative of a heating system requirement; and causing the heating system to commence outputting heated gas to the heating system inlet. Advantageously, using the heater before the internal combustion engine is in the running state further increases the proportion of the exhaust gas aftertreatment device volume that is lit off by the time the engine starts consuming fuel. Thus, both better mixing of gases and better timing of heating is provided. Optionally, the method may further comprise: receiving an input signal indicative of the heating system requirement having ceased; and causing the heating system to cease outputting heated gas to the heating system inlet. According to a further aspect of the invention, there is provided computer software that, when executed, is arranged to perform one or more of the methods described above. According to a further aspect of the invention there is provided a non-transitory computer readable medium comprising computer readable instructions that, when executed by one or more electronic processors, causes the one or more electronic processors to carry out any one or more of the methods described herein. Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination that falls within the scope of the appended claims. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination that falls within the scope of the appended claims, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner. BRIEF DESCRIPTION OF THE DRAWINGS One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: FIG. 1A illustrates a perspective view illustrating an example of a vehicle; FIG. 1B schematically illustrates an example of vehicle engine components; FIG. 2 illustrates a perspective front / side view of an example turbomachine housing; FIGs 3A and 3B illustrate front and side views respectively of an example turbomachine housing; FIG. 4 illustrates a side view of an example exhaust system; FIG. 5 illustrates a schematic view illustrating an example of a control system; FIG. 6 illustrates a schematic view illustrating an example of a storage medium; FIG. 7 illustrates a schematic view illustrating an example of a system; FIG. 8 illustrates a flowchart illustrating an example of a method of raising a temperature of gas in a turbomachine housing; and FIG. 9 illustrates a flowchart illustrating an example of a method of raising a temperature of gas in a turbomachine housing. DETAILED DESCRIPTION A vehicle 1 in accordance with an embodiment of the present invention is described herein with reference to the accompanying FIG. 1A. In some, but not necessarily all examples, the vehicle 1 is a passenger vehicle, also referred to as a passenger car or as an automobile. In other examples, embodiments of the invention can be implemented for other applications, such as commercial vehicles. FIG. 1B schematically illustrates an internal combustion engine 10 (‘engine’ or ‘ICE’ herein), an electric machine 14 (electric motor or motor / generator), an electrical energy storage means 16 such as a battery, a control system 400, and a portion of an exhaust system 100. The invention is not limited to the specific layout shown. The illustrated engine 10 is a reciprocating piston engine having a number of combustion chambers 12. In other examples, the engine 10 is any other appropriate type of internal combustion engine. In some, but not necessarily all examples, the vehicle 1 is a hybrid electric vehicle (HEV). The vehicle 1 may be a full HEV or a mild HEV. Full HEVs have an electric-only mode of propulsion of the electric machine 14. Mild HEVs do not have an electric-only mode of propulsion, but the electric machine 14 may be configured to provide assistance such as boosting output torque of the engine 10. In other examples, the vehicle 1 is an ICE-only vehicle. The vehicle’s powertrain may be a parallel HEV powertrain. A parallel HEV powertrain comprises a torque path between the engine 10 and at least one vehicle wheel, as well as a torque path between an electric machine 14 and at least one vehicle wheel. The torque path(s) may be disconnectable by a coupling arrangement 18 such as a clutch. The control system 400 is operable to activate and deactivate the engine 10 and of the electric machine 14. The control system 400 is operable to control a speed and / or torque of the engine 10 and of the electric machine 14. The exhaust system 100 in FIG. 1B comprises an exhaust manifold 110, a turbomachine assembly 120 or a part of a turbomachine assembly, a heating system 170, a canning 150 comprising an exhaust gas aftertreatment device 152, and one or more exhaust pipes 140, 160. The canning 150 houses the exhaust gas aftertreatment device 152, which can comprise a catalytic converter such as a three-way catalytic converter. The exhaust gas aftertreatment device 152 needs to reach an operating temperature (light-off temperature) at which it is effective to clean exhaust gases. The operating temperature may be in the order of hundreds of degrees Celsius. A heating system is provided for heating the exhaust gas aftertreatment device 152, in the form of a burner 170. The burner 170 receives air and fuel and generates hot gas that is fed to the exhaust gas aftertreatment device 152 through a burner pipe and turbomachine inlet section. The effectiveness of the burner 170 requires a flow of air through the burner 170. The air should also be fresh and unburnt, to provide oxygen for combustion. The burner 170 comprises a dedicated fresh air pump, a fuel supply control system, an igniter, and a housing comprising a burner combustion chamber. The fuel supply control system may comprise an injector or a valve control. The burner combustion chamber is outside the main exhaust gas flow path 122, and is connected to the main exhaust gas flow path 122 via a pipe to a junction upstream of the exhaust gas aftertreatment device 152. Embodiments of the present invention, as shown in FIGs 2,3A and 3B, provide a turbomachine housing for a vehicle 1, in the form of a turbocharger housing 200. The illustrated turbocharger housing 200 is a turbine housing. In other implementations, the housing 200 is for a different type of turbomachine such as a turbocompounder. FIG. 2 illustrates an example of a turbocharger housing 200. The turbocharger housing 200 comprises an outlet section 208 having an exhaust gas discharge port 210. In examples, the turbocharger housing 200 is configured to output the exhaust gases received from an internal combustion engine 10 (“engine”) to an exhaust gas aftertreatment device 152 via the exhaust gas discharge port 210. The turbocharger housing can comprise a turbine wheel and a compressor wheel (not shown) which together define a turbocharger, wherein the turbine wheel drives the compressor wheel. The outlet section 208 can further comprise a wastegate actuator opening 216, to receive a component of a wastegate actuator 218. The illustrated turbocharger housing 200 comprises an inlet section 202 having an exhaust gas inlet port 204. In examples, the exhaust gas inlet port 204 is configured to receive exhaust gas from the engine 10. In examples, the turbocharger housing 200 further comprises a turbine volute 206. In such examples, the outlet section 208 extends from the turbine volute 206. The turbine volute 206 has a spiral-shaped form, also referred to as a scroll-shaped form. The turbine volute 206 is configured as a funnel to decrease the cross-sectional area of the exhaust gas channel in a downstream direction. The turbine volute 206 is arranged around the turbine wheel and is arranged to direct exhaust gas through the turbine wheel and cause it to rotate and drive the compressor wheel. If the turbocharger housing 200 is a multi-volute turbocharger housing, multiple turbine volutes may be provided. Each turbine volute is for a corresponding one of multiple exhaust gas channels. The turbine volutes merge, meaning that their respective exhaust gas channels merge to the single outlet section 208. Some exhaust gas aftertreatment devices require heating to above ambient temperature in order to be efficient. For example, a catalytic converter has low efficiency until it reaches a light-off temperature. When the catalytic converter reaches the light-off temperature, its efficiency rapidly increases. The light-off temperature may be approximately 250C - 300C. To minimise emissions produced by a vehicle, it is desirable to raise a temperature of the catalytic converter to the light-off temperature before an engine 10 of the vehicle enters a running state in which exhaust gases are significantly produced, or soon after the engine 10 enters a running state, possibly a low-emission running state. This enables more efficient treatment of exhaust gas produced by the engine 10. Embodiments of the turbocharger housing 200 are configured to improve the process of heating a catalytic converter. The catalytic converter 152 may be heated using a heating system such as a burner 170 (FIG. 1B, FIG. 4, FIG. 6). The burner 170 serves to provide hot gas at least to the catalytic converter 152 in order to raise the temperature of the catalytic converter 152 towards the light-off temperature. An air pump upstream of the burner 170 may provide positive air displacement of unburnt air to the burner 170. The burner 170 may comprise an air inlet configured to receive unburnt air, for example from an external air filter of a vehicle. As described above, the burner 170 may further comprise a fuel injector, igniter, and burner combustion chamber configured to burn fuel in the unburnt air. The fuel injector may inject fuel such as petrol or diesel. The igniter may be, for example, a spark plug or an electrode. The burner 170 may further comprise an air outlet pipe 214 (see FIGs 3A-3B) configured to provide heated air to a main exhaust gas flow path via a junction. The burner 170 may be controllable to begin operation before the engine 10 is cranked, for example based on a predictive approach. This allows for the temperature of the catalytic converter 152 to be raised to or towards the light-off temperature before the engine 10 enters the full running state. The outlet section 208 of the turbocharger housing 200 further comprises a heating system inlet in the form of a burner interface 212. The burner interface 212 is configured to be directly coupled to an output (heated gas output) from the burner 170. The turbocharger housing 200 is thus configured to receive the heated gas output from the burner 170 for raising a temperature of the catalytic converter 152. The heated gas output is therefore injected as far upstream as possible without being upstream of the turbine. Directly coupling the outlet section of the turbocharger housing 200 to the heated gas output helps to enable the technical effect of the heated gas being substantially homogeneous when it arrives at the exhaust gas aftertreatment device. This prevents hotspots. The burner interface 212 is provided in the outlet section 208 and is thus upstream of several downstream components, including: a portion of the outlet section 208; the exhaust gas discharge port 210; components connecting the exhaust gas discharge port 210 to the catalytic converter 152; and the catalytic converter 152 and its housing 150. In examples, the turbocharger housing 200 is a single cast part including the turbine volute 206 and the outlet section 208. The single cast part may optionally also comprise the inlet section 202. In examples, the burner interface extends through a wall of the outlet section 208 of the turbocharger housing 200 upstream from the exhaust gas discharge port 210, thus allowing receipt of the heated gas from the burner 170 by the outlet section 208. In examples, an angle of the burner interface is tangential relative to a central axis of the outlet section 208 of the turbocharger housing 200. The heated gas received from the burner 170 is therefore provided into the outlet section 208 at an off-radial angle. This initiates swirl and turbulence in input gases and air present in the system. Initiating swirl in the gases present in the outlet section 208 mixes the gases, which in turn allows for better heat distribution in the gases which are provided to the catalytic converter 152. In examples, the burner interface comprises a mounting portion 220 to which a burner output pipe 214 may be secured. FIGs 3A and 3B illustrate an example turbomachine housing 200 to which a burner output pipe 214 is secured. The mounting portion may comprise a mounting boss 222 to receive a flange 226 of the burner output pipe to define a flange joint. As shown, the mounting portion can further comprise fixing points 224, such as fixing holes. The fixing points of the mounting portion are sized and spaced to align with corresponding fixing points of the flange of the burner output pipe, such as fixing holes. In the illustrated example, the aligned fixing holes define a bolted flange joint when bolts are inserted through the aligned fixing holes. Alternatively, the mounting portion can comprise protruding stud bolts, sized and spaced to engage with fixing holes in flange of the burner output pipe. A diameter of a port in the wall of the outlet section 208 defining the burner interface through which the heated gases are provided is dependent on the size of the catalytic converter 152 and the gas flow rate desired. In examples, the diameter of the port in the burner interface is between 25mm and 40mm or between 28mm and 38mm. This is to provide an optimal balance between gas flow and packaging components. The burner output pipe 214, the turbomachine housing and the burner 170 may be directly coupled, that is integrally produced, or may be indirectly coupled, as shown in the drawings, mechanically interconnected via one or more intervening components. The burner output pipe 214 transfers heated gas from the burner 170 to the burner interface. A length of the burner output pipe 214 may be minimised to reduce loss of thermal energy in the air moving through the burner output pipe 214. If the engine 10 and the burner 170 are running simultaneously, the combined gas received by the catalytic converter 152 therefore comprises the heated gas received from the heating system and exhaust gases received from the engine 10. These gases mix as they travel downstream to the catalytic converter 152, such that the combined gases received by the catalytic converter 152 are substantially homogeneous. The catalytic converter 152 is thus heated by the combined gases that have travelled through the downstream components from the turbomachine 120. The catalytic converter 152 is thus heated indirectly by the burner 170. Because the combined gases are substantially homogeneous, heat distribution across the catalytic converter 152 is improved, and thus a more efficient and effective heating of the catalytic converter 152 is provided. The risk of “hot spots” which may cause damage to the catalytic converter 152 is also reduced. The heated gas received from the burner 170 also causes the other downstream components (the portion of the outlet section 208; the exhaust gas discharge port 210; and the components connecting the exhaust gas discharge port 210 to the catalytic converter 152) to heat up. When an engine 10 is started, the engine 10 does not necessarily fire immediately. There may therefore be a short period of time in which air at ambient temperature is pushed through the engine 10, to the turbocharger housing 200 and the catalytic converter 152. After this period, the engine 10 can enter a running state and begin to output exhaust gases. Pushing air at ambient temperature through the downstream components may cause cooling of the turbocharger housing 200 and catalytic converter 152. The turbocharger housing 200 and catalytic converter 152 therefore have a low starting temperature. This may increase the amount of thermal energy lost from the heated gases and / or the exhaust gases, because the temperature difference between the gases in the downstream components and the heated gases and / or exhaust gases is increased. Thus, the time required to heat the catalytic converter 152 to the light-off temperature is high. Heating up the downstream components before the engine 10 is started means that the temperature difference between the gases in the downstream components and the heated gases and / or exhaust gases is decreased. Thus, the amount of thermal energy lost from the heated gases and / or exhaust gases is decreased. The burner 170 may thus be used to optimise exhaust gas treatment during any one or more of: before the engine is started; an initial engine idle period; or an initial cranking and running period of the engine 10, by efficiently heating the catalytic converter 152. FIG. 4 illustrates an example exhaust system comprising the turbomachine housing 200, the burner 170, and a canning 150 housing the catalytic converter 152. A second canning 228 housing a second catalytic converter is provided in this example. Pipes 230 output gas treated by the catalytic converter(s). With reference to FIG. 5, there is illustrated a control system 400 for a vehicle 1. The control system 400 comprises one or more controllers 401. The control system 400 is configured to receive data from any one or more of: an oxygen sensor, a lambda sensor, or a temperature sensor 414 and determine gas temperature and unburned hydrocarbons . The control system 400 may then output a control signal to control temperature and burner unit air fuel mixture The control system 400 is configured to receive any one or more of: oxygen level data, temperature data, lambda data or a powertrain control module (PCM) signal from any one or more of: the oxygen sensor, the lambda sensor, or the temperature sensor 414 or a powertrain control module (PCM). The control system 400 may determine a state of the engine 10 (running / not running) and / or the burner 170 (running / not running). The control system 400 may then output a control signal to control operation of the burner 170 including a temperature and / or an oxygen level of the burner 170. The control system 400 as illustrated in FIG. 5 comprises one controller 401, although it will be appreciated that this is merely illustrative. The controller 401 comprises processing means 404 and memory means 406. The processing means 404 may be one or more electronic processing devices 404 which operably execute computer-readable instructions. The memory means 406 may be one or more memory devices 406. The memory means 406 is electrically coupled to the processing means 404. The memory means 406 is configured to store instructions, and the processing means 404 is configured to access the memory means 406 and execute the instructions stored thereon. The controller 401 comprises an input means 410 and an output means 412. The input means 410 may comprise an electrical input 410 of the controller 401. The output means 412 may comprise an electrical output 412 of the controller 401. The input 410 is arranged to receive a temperature signal and / or gas flow signal from a temperature and / or gas flow sensor. The illustrated controller 401 comprises an interface 402 comprising the input 410 and the output 412. The temperature signal and / or gas flow signal is an electrical signal which is indicative of a temperature or gas flow in the turbomachine housing 200. The output 412 is arranged to output a burner control signal, indicative of a required running state of the burner 170 for controlling operation of the burner 170. FIG. 6 illustrates a non-transitory computer-readable storage medium 500 comprising the instructions 408 (computer software). FIG. 7 illustrates a system 600 comprising the turbomachine housing 200 described above, a heating system such as the burner 170 for raising a temperature of an exhaust gas aftertreatment device, such as the catalytic converter 152, and a control system 400. The exhaust gas inlet port 204 of the turbomachine housing 200 is configured to receive exhaust gas from the internal combustion engine 10. The control system 400 is configured to control the burner 170 to output heated gas to the burner interface at least during a first time period. The first time period is a period before the internal combustion engine 10 is in a running state. The first period may also be a period before the internal combustion engine 10 is cranked. The control system 400 may also be configured to control the burner 170 to output the heated gas to the burner interface at least during a second time period. The second time period is a period after the internal combustion engine 10 has entered the running state. FIG. 8 illustrates a method 700 according to an embodiment of the invention. The method 700 is a method of raising a temperature of air in a turbomachine housing 200 of a vehicle 1, such as the vehicle 1 illustrated in FIG. 1. The method 700 may be performed by the system 600. In particular, the memory 406 may comprise computer-readable instructions 408 which, when executed by the processor 404, cause the control system 400 to control the system 600 to perform the method 700. Method 700 is a method of raising a temperature of air in a turbomachine housing 200. Method 700 comprises: at block 702, generating heated gas in a heating system for raising a temperature of an exhaust gas aftertreatment device; and at block 704, providing the heated gas into an outlet section 208 of the turbomachine housing 200. FIG. 9 illustrates a method 800 according to an embodiment of the invention. The method 800 is a method of raising a temperature of air in a turbomachine housing 200 of a vehicle 1, such as the vehicle 1 illustrated in FIG. 1. The method 800 may be performed by the control system illustrated in FIG. 4. In particular, the memory 406 may comprise computer-readable instructions 408 which, when executed by the processor 404, perform the method 800. Method 800 is a method of raising a temperature of air in a turbomachine assembly for an exhaust system of a vehicle, the exhaust system comprising a turbomachine assembly and a heating system, wherein the heating system is for raising a temperature of an exhaust gas aftertreatment device, wherein the turbomachine housing 200 comprises: an inlet section 202 having an exhaust gas inlet port 204; a turbine volute 206; and an outlet section 208 extending from the turbine volute 206 and having an exhaust gas discharge port 210; wherein the outlet section 208 of the turbomachine housing 200 further comprises a heating system inlet, the heating system inlet configured to receive a heated gas output from the heating system. The method 800 comprises: at block 802, receiving an input signal indicative of a heating system requirement; and at block 804, causing the heating system to commence outputting heated gas to the heating system inlet, based on the input signal. Method 800 may further comprise: receiving an input signal indicative of the heating system requirement having ceased; and causing the heating system to cease outputting heated gas to the heating system inlet, based on the input signal indicative of the heating system requirement having ceased. The turbomachine housing 200 and related features of methods 700 and 800 may be the turbomachine housing 200 and related features described above. It is to be understood that the or each controller 401 can comprise a control unit or computational device having one or more electronic processors (e.g., a microprocessor, a microcontroller, an application specific integrated circuit (ASIC), etc.), and may comprise a single control unit or computational device, or alternatively different functions of the or each controller 401 may be embodied in, or hosted in, different control units or computational devices. As used herein, the term “controller,” “control unit,” or “computational device” will be understood to include a single controller, control unit, or computational device, and a plurality of controllers, control units, or computational devices collectively operating to provide the required control functionality. A set of instructions could be provided which, when executed, cause the controller 401 to implement the control techniques described herein (including some or all of the functionality required for the method(s) described herein). The set of instructions 408 could be embedded in said one or more electronic processors 404 of the controller 401; or alternatively, the set of instructions 408 could be provided as software to be executed in the controller 401. A first controller or control unit may be implemented in software run on one or more processors. One or more other controllers or control units may be implemented in software run on one or more processors, optionally the same one or more processors as the first controller or control unit. Other arrangements are also useful. The, or each, electronic processor 404 may comprise any suitable electronic processor (e.g., a microprocessor, a microcontroller, an ASIC, etc.) that is configured to execute electronic instructions 408. The, or each, electronic memory device 406 may comprise any suitable memory device and may store a variety of data, information, threshold value(s), lookup tables or other data structures, and / or instructions therein or thereon. In an embodiment, the memory device 406 has information and instructions for software, firmware, programs, algorithms, scripts, applications, etc. stored therein or thereon that may govern all or part of the methodology described herein. The processor, or each, electronic processor 404 may access the memory device 406 and execute and / or use that or those instructions and information to carry out or perform some or all of the functionality and methodology described herein. The at least one memory device 406 may comprise a computer-readable storage medium (e.g. a non-transitory or non-transient storage medium) that may comprise any mechanism for storing information in a form readable by a machine or electronic processors / computational devices. Examples of the form include, without limitation: a magnetic storage medium (e.g. floppy diskette); optical storage medium (e.g. CD-ROM); magneto optical storage medium; read only memory (ROM); random access memory (RAM); erasable programmable memory (e.g. EPROM ad EEPROM); flash memory; or electrical or other types of medium for storing such information / instructions. It will be appreciated that embodiments of the present invention can be realised in any suitable form of hardware, software or a combination of hardware and software. For example, it is contemplated that the present invention is not limited to being implemented by way of programmable processing devices, and that at least some of, and in some embodiments all of, the functionality and or method steps of the present invention may equally be implemented by way of non-programmable hardware, such as by way of non-programmable ASIC, Boolean logic circuitry, etc. 5 It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application. The blocks illustrated in the FIGS 8 and 9 may represent steps in a method and / or sections of code in the 10 computer program 408. The illustration of a particular order to the blocks does not necessarily imply that there is a required or preferred order for the blocks and the order and arrangement of the block may be varied. Furthermore, it may be possible for some steps to be omitted. Features described in the preceding description may be used in combinations other than the combinations 15 explicitly described. Although functions have been described with reference to certain features, those functions may be performable by other features whether described or not. Although features have been described with reference to certain embodiments, those features may also be present in other embodiments whether described or not.

Claims

1. A turbomachine housing configured to receive a heated gas output from a heating system for raising a temperature of an exhaust gas aftertreatment device, wherein the turbomachine housing comprises:5 an outlet section comprising:an exhaust gas discharge port; anda heating system inlet, wherein the heating system inlet is configured to be coupled to an output from the heating system such that heated gases received by the exhaust gas aftertreatment device are substantially homogeneous.

102. The turbomachine housing of claim 1, wherein the turbomachine housing further comprises an inlet section having an exhaust gas inlet port and a turbine volute, and wherein the outlet section extends from the turbine volute.15 3. The turbomachine housing of any preceding claim, wherein the heating system inlet extends througha wall of the outlet section of the turbomachine housing at a location upstream of the exhaust gas discharge port.

4. The turbomachine housing of any preceding claim, wherein an angle of the heating system inlet is 20“ tangential relative to a central axis of the outlet section of the turbomachine housing.

5. The turbomachine housing of claim 4, wherein the tangential heating system inlet is adapted to cause heated gas entering the outlet section of the turbomachine housing to swirl and mix with gas in the outlet section.

256. The turbomachine housing of any preceding claim, wherein the heating system inlet further comprises a mounting portion to which a heating system output pipe is secured, the heating system output pipe configured to transfer the heated gas output from the heating system to the heating system inlet.30 7. The turbomachine housing of claim 6, wherein the mounting portion comprises a bolted flange jointand wherein the turbomachine housing further comprises a gasket to seal the bolted flange joint.

8. The turbomachine housing of any preceding claim, wherein the turbomachine housing is a single cast part including the turbine volute and the outlet section, and optionally the inlet section.

359. A system comprising the turbomachine housing of any preceding claim, a heating system for raising a temperature of an exhaust gas aftertreatment device, and a control system, wherein the exhaust gas inlet port of the turbomachine housing is configured to receive exhaust gas from an internal combustion engine, wherein the control system is configured to control the heating system to output the heated gas to 40 the heating system inlet at least during a first time period, the first time period being a period before the internal combustion engine is in a running state.

10. The system of claim 9, wherein the control system is configured to control the heating system to output the heated gas to the heating system inlet at least during a second time period, the second time period being a period after the internal combustion engine has entered the running state.

511. A vehicle comprising the turbomachine housing of any of claims 1 to 8 or the system of claim 9 or 10.

12. A method of raising a temperature of air in a turbomachine housing having an outlet section 10 comprising an exhaust discharge port and a heating system inlet, the method comprising:receiving a heated gas output from a heating system for raising a temperature of an exhaust gas aftertreatment device; andcoupling the heated gas into the heating system inlet of the turbomachine housing, such that heated gases received by the exhaust gas aftertreatment device are substantially homogeneous.1513. Computer software that, when executed, is arranged to perform a method according to claim 12.

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