Method and system for managing operation and optimising exhaust in a hybrid vehicle

Abstract

The present invention relates to a method and system for managing operation and optimising exhaust in a hybrid vehicle, comprising at least one electric motor and at least one internal combustion engine, wherein the internal combustion engine is powered by at least one fossil fuel, such as petrol or diesel or any other, and / or also powered by at least one fuel from a renewable source such as ethanol or methanol, or by any mixture of these two types of fuel, and further comprising at least one fuel heating element for ensuring efficient operation of the vehicle, according to the operating requirements of the internal combustion engine and ambient conditions, vehicle driving conditions and the condition of a catalytic element of the exhaust system, improving combustion quality until an optimum temperature for catalytic conversion efficiency is reached, thereby reducing pollutant emissions.

Description

"METHOD AND SYSTEM FOR OPERATION MANAGEMENT AND EXHAUST OPTIMIZATION IN HYBRID VEHICLES" Field of Invention

[0001] The present invention relates to a method and system for managing the operation and optimization of exhaust in a hybrid vehicle, composed of at least one electric motor and at least one combustion engine, where the combustion engine is propelled by at least one fossil fuel such as gasoline or diesel or any other, and / or also propelled by at least one renewable fuel such as ethanol, methanol or any mixture of these two types of fuels, and which is also composed of at least one fuel heater element to ensure efficient vehicle operation, improving combustion quality until the exhaust gas treatment system reaches an optimized temperature for catalytic conversion efficiency and thus reducing pollutant emissions when the combustion engine is required. Fundamentals of the Invention

[0002] The development of propulsion technologies for motor vehicles has become an increasing priority, driven by global demands for greater energy efficiency and the need to reduce pollutant emissions that contribute to climate change and urban pollution. Within this context, hybrid vehicles emerge as a promising solution, combining internal combustion engines with electric motors, with the aim of improving fuel consumption efficiency and reducing environmental impact through the reduction of greenhouse gases.

[0003] Greenhouse gases are gases that absorb and emit radiant energy within the thermal infrared range. The main greenhouse gases in Earth's atmosphere are water vapor, carbon dioxide (CO2), methane, nitrous oxide, and ozone.

[0004] Hybrid vehicles are designed to operate with two types of propulsion: an internal combustion engine, which can use different types of fuel, such as gasoline, ethanol, or other liquid fuels, and an electric motor, which is powered by rechargeable batteries. The combination of these systems aims to optimize vehicle performance by alternating or combining the use of the two engines, depending on driving conditions.

[0005] The configuration of a hybrid vehicle allows one to exploit the advantages of both internal combustion engines and electric motors to increase energy efficiency, reduce emissions, and extend the vehicle's range. In this way, there are different types of hybrid vehicle architectures, such as parallel, series, series-parallel, and plug-in, each with its own specific characteristics.

[0006] In parallel hybrid vehicles, both the internal combustion engine and the electric motor are directly connected to the vehicle's transmission. This allows both engines to provide power to the wheels, working simultaneously to propel the vehicle. During acceleration, the electric motor is activated to provide instant torque, improving energy efficiency and vehicle responsiveness. The internal combustion engine kicks in when additional power is needed, such as during rapid acceleration or uphill driving, or when torque is required, such as for additional traction to pull a trailer. Furthermore, the internal combustion engine can recharge the electric motor's batteries during deceleration or braking through a process known as energy regeneration, optimizing fuel use and recovering some of the energy that would otherwise be dissipated as heat.

[0007] In series hybrid vehicles, the internal combustion engine is used exclusively to generate electricity, which is then used to power the electric motor. In this system, the combustion engine is not directly connected to the wheels; its function is to act as a generator that charges the batteries or supplies electrical energy directly to the electric motor. The electric motor is responsible for providing the traction needed to move the vehicle, while the batteries store the energy needed to power the system.

[0008] In series-parallel hybrid vehicles, the characteristics of series and parallel systems are combined, providing operational flexibility. It can operate in series mode, where the internal combustion engine generates electricity for the electric motor, or in parallel mode, where both engines contribute directly to vehicle propulsion. This configuration allows the vehicle to automatically adapt to driving conditions, optimizing performance and energy efficiency.

[0009] Plug-in hybrid vehicles have higher-capacity batteries compared to conventional hybrids, allowing them to travel greater distances using only stored electrical energy. They can be recharged from external sources, such as household chargers, enabling fully electric driving over longer distances, further reducing fossil fuel consumption and emissions.

[0010] Each type of hybrid vehicle has its own advantages and limitations, but they all aim to combine the efficiency of electric motors with the flexibility and range of internal combustion engines, offering more sustainable transportation alternatives.

[0011] On the other hand, vehicles equipped with combustion engines, popularly known as "flex-fuel" vehicles, are known for their ability to operate on different types of fuel, offering consumers more options in choosing the fuel to be used.

[0012] In Brazil, where ethanol is widely produced, "flex-fuel" vehicles are particularly popular, allowing drivers to choose to fuel with gasoline, ethanol, or a mixture of both, depending on the cost and availability of these fuels. However, both hybrid and "flex-fuel" vehicles face specific technical challenges regarding energy efficiency and engine performance.

[0013] One of the challenges faced by hybrid vehicles is extracting the greatest energy efficiency from the combustion engine, which can result in less efficient fuel consumption and higher pollutant emissions.

[0014] A heat engine is a device that converts thermal energy into mechanical work, operating based on a thermodynamic cycle, such as the Otto cycle (gasoline, ethanol, or "flex-fuel" engines), the Diesel cycle (diesel engines), the Atkinson cycle (with greater efficiency in hybrid engines due to prolonged expansion), and the Miller cycle (which improves thermal efficiency by using intake valves with delayed or anticipated closing to reduce compression losses). In internal combustion engines, the chemical energy of the fuel is transformed into heat during combustion and then into mechanical work by moving the pistons. The efficiency of this conversion is limited by Carnot's principle, being influenced by factors such as the compression ratio, the quality of the air-fuel mixture, and the reduction of thermal and mechanical losses.

[0015] When a hybrid vehicle enters exclusive combustion engine mode, the internal combustion engine becomes the primary source of propulsion. This means that the electric motor, whose main advantage is energy efficiency, is not fully utilized, resulting in lower performance in terms of fuel consumption and reduced emissions.

[0016] In addition to limiting energy efficiency, the predominant use of gasoline in hybrid vehicles can significantly compromise the goal of reducing pollutant emissions. Gasoline, when compared to other fuels such as ethanol, is known to generate higher amounts of carbon dioxide (CO2) and other pollutants, such as carbon monoxide (CO), unburned hydrocarbons (HC), and nitrogen oxides (NOx), which contribute to air pollution and the greenhouse effect.

[0017] Gasoline has a high energy density, but its chemical and combustion properties result in more polluting byproducts. Incomplete combustion of gasoline can increase pollutant emissions, especially under variable load conditions where the combustion engine does not operate at its maximum efficiency range. This reliance on gasoline, therefore, limits the effectiveness of hybrid vehicles in achieving environmental goals, especially in regions or situations where reducing CO2 emissions is a priority.

[0018] In contrast, "flex-fuel" vehicles, which operate on different fuels such as gasoline and ethanol, present their own technical challenges, especially when using ethanol in adverse weather conditions, such as low temperatures. Ethanol, due to its distinct chemical composition, has a higher vaporization point than gasoline, meaning it requires more energy to evaporate.

[0019] In cold climates and environments, this characteristic of ethanol can result in difficulties in the proper vaporization of the fuel before ignition, leading to incomplete combustion and the generation of unburned hydrocarbons (HC). This problem is particularly evident during cold starts or driving cycles at low temperatures, where the engine needs a richer air-fuel mixture to initiate the combustion process. When ethanol does not vaporize correctly, the engine does not start the combustion process or may experience failures in the combustion process, increasing starting time and contributing to higher pollutant emissions in the initial stages of operation.

[0020] In addition to vaporization challenges, the use of ethanol in flex-fuel vehicles can also impact energy efficiency, especially when the vehicle operates at temperatures below the ideal for ethanol combustion. The lower energy content per liter of ethanol, compared to gasoline, means that the vehicle needs a larger volume of ethanol to travel the same distance it would travel with gasoline, resulting in higher fuel consumption.

[0021] During operations in cold temperatures, this need for a larger volume is exacerbated by ignition and combustion difficulties. Ethanol also tends to absorb water, which can cause additional problems such as gel formation or corrosion of fuel system components.

[0022] To mitigate these problems, "flex-fuel" vehicles are often equipped with auxiliary starting devices, such as cold-start systems that use gasoline to start the engine in low temperatures, but this solution compromises the full utilization of ethanol, limiting the environmental benefits of using a renewable fuel. However, there are more sophisticated systems that eliminate the need for supplemental gasoline injection by heating the ethanol to its vaporization limit.

[0023] Thus, while ethanol offers significant advantages in terms of reduced emissions compared to gasoline, especially in terms of CO2 and NOx production, its effectiveness depends on specific operating conditions, which are not always ideal. This highlights the need for technological improvements to maximize its use in flex-fuel vehicles.

[0024] Additionally, internal combustion engines utilize catalytic converters in their exhaust systems, which play a crucial role in reducing pollutant emissions. They are responsible for helping to convert carbon monoxide (CO), unburned hydrocarbons (HC), and nitrogen oxides (NOx) into less harmful substances, such as carbon dioxide (CO2), nitrogen (N2), and water (H2O), thus meeting environmental regulatory standards. They are composed of precious metals, such as platinum (Pt), palladium (Pd), and rhodium (Rh), supported by a ceramic structure, and also contribute to optimizing engine efficiency by allowing for more complete fuel combustion.

[0025] For a catalyst to work efficiently and effectively, it requires specific environmental and thermal conditions. The term "light-off" for catalysts refers to the minimum temperature required for it to begin functioning effectively in converting polluting gases into less harmful substances. This makes improving this temperature threshold and the speed at which it is reached extremely important for the automotive industry, in order to improve emissions control, especially in hybrid vehicles where the combustion engine is not constantly running.

[0026] Given the technical challenges faced, a promising solution is the adoption of more advanced hybrid topologies. These topologies seek to maximize energy efficiency and reduce pollutant emissions, fully exploiting the advantages of internal combustion engines and electric motors. By prioritizing the use of the electric motor whenever possible, these configurations reduce dependence on gasoline and, consequently, fuel consumption and associated emissions. Combining the operational flexibility provided by "flex-fuel" vehicle engines, the more efficient integration of combustion engines and varied fuels, such as gasoline and ethanol, improves not only efficiency but also provides a driving experience adaptable to the user's specific needs.

[0027] For these hybrid topologies to advance, it is essential to overcome significant technical challenges, including the efficient integration of combustion engines, electric motors, batteries, and control systems. The effectiveness of these configurations depends on meticulous design and precise integration of these components, ensuring both energy efficiency and system reliability.

[0028] Therefore, the development of more efficient temperature control systems that ensure optimal engine operation under different climatic conditions is vital to improving the efficiency of hybrid and flex-fuel vehicles. The ability to maintain appropriate operating temperatures contributes to a more efficient and less polluting combustion process, which, in addition to increasing energy efficiency and reducing emissions, helps expand the options available to consumers, offering more sustainable and economically viable vehicles.

[0029] In the context of hybrid vehicles, patent document US2003217876 proposes that an alternative to reduce emissions is to use gasoline-ethanol blends or pure ethanol. It further states that for ethanol to be used on a national scale with a significant impact on air quality and fuel economy, substantial infrastructure investments (incipient at the time of publication) would be necessary, encompassing fuel production, distribution, and adaptation of vehicle manufacturing, distribution, and maintenance systems. However, the document does not consider techniques that would enable the use of gasoline with ethanol or pure ethanol in hybrid vehicles, nor vehicles that operate on two fuels, such as gasoline and ethanol or their mixtures, thus not addressing combustion optimization or the use of catalytic converters.

[0030] Another patent document, US11814033, deals with a hybrid vehicle that combines a traditional gasoline engine with an electric motor to improve fuel efficiency and reduce emissions. It also features a selective cold catalytic reduction device that helps convert harmful exhaust gases into less harmful substances, making the vehicle more environmentally friendly. Furthermore, it has a control system that can shut off some engine cylinders when full power is not needed, saving fuel and optimizing heat for efficient system operation. This document does not address fuel combustion optimization to improve vehicle efficiency using conventional catalytic converters.

[0031] Based on this scenario, and aiming to mitigate the observed technical limitations, the present invention arises. Objectives of the Invention

[0032] Thus, the main objective of the present invention is to disclose a method and system for managing the operation and optimization of exhaust in a hybrid vehicle composed of at least one electric motor and at least one combustion engine, using at least one fuel heating element in order to guarantee efficient operation by improving combustion quality, heating the fuel according to the ambient and operating conditions of the vehicle.

[0033] Additionally, the present invention aims to provide a method and system for managing the operation and optimization of exhaust in a hybrid vehicle, composed of at least one electric motor and at least one combustion engine, where the combustion engine is propelled by at least one fossil fuel such as gasoline or diesel or any other, and / or also propelled by at least one renewable fuel such as ethanol, methanol or any mixture of these two types of fuels, where at least one fuel heater element is activated to ensure efficient operation and improve combustion quality until an optimized temperature for catalytic conversion efficiency of the exhaust system is reached, thus reducing pollutant emissions.

[0034] Furthermore, the present invention aims to disclose a method and system for managing the operation and optimization of exhaust in a hybrid vehicle, which monitors the ambient and operating conditions of the vehicle, including the temperature conditions of the catalyst element, either by direct measurement and / or mathematical model, activating the fuel heater element as needed, when the combustion engine is required or is running, ensuring combustion quality and reducing the emission of gross pollutants when the catalytic efficiency temperature is not ideal.

[0035] Furthermore, the objective of the present invention is to present a method and system for managing the operation and optimization of exhaust in a hybrid vehicle that activates a fuel heater element and / or catalyst heater element, in order to guarantee the reduction of gross pollutant emissions when the catalytic efficiency temperature is not ideal. Summary of the Invention

[0036] All the aforementioned objectives are achieved through the method for managing operation and optimizing exhaust in a hybrid vehicle, comprising the following steps: monitoring the operating condition of at least one internal combustion engine, monitoring the status of at least one battery unit from at least one battery monitoring unit, monitoring the operating condition of at least one electric motor, monitoring the operating condition of at least one internal combustion engine, defining heating control, and activating at least one fuel heating unit according to the defined heating control.

[0037] According to the fundamental premises of the invention in question, the hybrid vehicle, composed of at least one electric motor and at least one combustion engine, uses a method that activates at least one fuel heating element in order to ensure efficient operation by improving combustion quality, heating the fuel according to the ambient and operating conditions of the vehicle.

[0038] Additionally, a method is provided for managing operation and optimizing exhaust in a hybrid vehicle, which includes the fact that, if a non-functioning condition is identified for at least one electric motor and at least one internal combustion engine, the defined heating control is of the starting pre-heating type.

[0039] Furthermore, the present invention proposes a method for managing the operation and optimizing exhaust in a hybrid vehicle, which also includes the fact that when at least one fuel heating unit is activated when a non-functioning condition is identified for at least the electric motor and at least one internal combustion engine, this activation is performed in temperature maintenance cycles until the internal combustion engine is detected starting up.

[0040] Furthermore, according to the present invention, the method for managing operation and optimizing exhaust in a hybrid vehicle comprises the fact that, by monitoring the operating condition of at least one internal combustion engine, conditions of water temperature, fuel temperature, intake air temperature, and ambient temperature are monitored.

[0041] Additionally, in the present invention, the method for managing operation and optimizing exhaust in a hybrid vehicle comprises the fact that heating control is performed based on predefined temperature modeling.

[0042] Also, according to the present invention, the method for managing operation and optimizing exhaust in a hybrid vehicle also includes the fact that heating control is performed by measuring the catalyst temperature through at least one temperature measuring unit associated with at least one catalyst element.

[0043] Furthermore, the present invention proposes a method for managing the operation and optimizing exhaust in a hybrid vehicle, which comprises the fact that at least one fuel heating unit and / or at least one catalyst heating element associated with at least one catalyst is activated according to the defined heating control.

[0044] Furthermore, the method for managing operation and optimizing exhaust in a hybrid vehicle includes the fact that if the state of at least one battery unit monitored from at least one battery monitoring unit is unfavorable, the method is suspended and an alert is issued.

[0045] Furthermore, according to the present invention, a system for managing the operation and optimizing exhaust in a hybrid vehicle is proposed, comprising: at least one internal combustion engine associated with a fuel tank comprising at least one fuel heating unit, at least one electric motor, at least one battery unit associated with at least one battery monitoring unit, at least one exhaust system associated with the internal combustion engine and comprising at least one catalytic converter, at least one processing unit comprising the fact that it is associated with at least one internal combustion engine, at least one electric motor, at least one battery monitoring unit and at least one fuel heating unit.

[0046] Also, the proposed system includes the fact that at least one temperature measurement unit is associated with at least one catalyst element of at least one exhaust system and at least one processing unit.

[0047] Furthermore, the system for managing exhaust operation and optimization in a hybrid vehicle includes the fact that the exhaust unit is also composed of at least one catalyst heater element associated with at least one catalyst and at least one processing unit.

[0048] Additionally, the system for managing operation and optimizing exhaust in a hybrid vehicle is understood to be comprised of at least one vehicle control unit, at least one combustion control unit, and at least one heating control unit.

[0049] Furthermore, the system is understood to implement a method for managing operation and optimizing exhaust in hybrid vehicles.

[0050] Finally, the present invention includes a hybrid vehicle comprising a system for managing operation and optimizing exhaust in a hybrid vehicle, and which implements the method for managing operation and optimizing exhaust in a vehicle. Brief Description of the Figures

[0051] The preferred embodiment of the invention in question is described in detail based on the listed figures, which:

[0052] Figure 1 illustrates a flowchart of the method for managing vehicle exhaust operation and optimization.

[0053] Figure 2 illustrates the temperature versus time graph for the catalyst and the fuel fluid.

[0054] Figure 3 illustrates, in block diagram form, the system for managing operation and optimizing exhaust in a hybrid vehicle.

[0055] Figure 4 illustrates, in a block diagram, the system for managing operation and optimizing exhaust in a hybrid vehicle with direct measurement of the catalyst element temperature.

[0056] Figure 5 illustrates, in a block diagram, one of the alternative system solutions for managing operation and optimizing exhaust in a hybrid vehicle using a catalyst heater element.

[0057] Figure 6 illustrates, in a block diagram, one of the alternative system solutions for managing operation and optimizing exhaust in a hybrid vehicle using decentralized processing. Detailed Description of the Invention

[0058] According to the general objectives of the invention in question, a method is proposed for managing the operation and optimizing exhaust in a hybrid vehicle, comprising the steps of: monitoring the operating condition of at least one internal combustion engine 1, monitoring the status of at least one battery unit 3 from at least one battery monitoring unit 3.1, monitoring the operating condition of at least one electric motor 2, monitoring the operating condition of at least one internal combustion engine 1, defining heating control and activating at least one fuel heating unit 1.2 according to the defined heating control.

[0059] Figure 1 illustrates in a block diagram the method for managing operation and optimizing exhaust in a hybrid vehicle with steps i. to vi., being executed whenever there is a request and operation of at least one internal combustion engine 1. Some of the steps can be executed simultaneously or in different orders, such as monitoring the battery 3, the internal combustion engine 1 and the electric motor 2.

[0060] When monitoring the operating request condition for at least one internal combustion engine 1 (step i.), the method starts from a request command to use the internal combustion engine 1, which may be related to the first activation (start / ignition), dynamic (continuous) operation after activation, or re-activation after use of the electric motor 2.

[0061] For initial activation, the command may be associated with a vehicle door opening sensor, key rotation, vehicle start command, or any input that causes the system to understand that the internal combustion engine should prepare for ignition. When the vehicle is in motion and the internal combustion engine 1 is needed, the command may be related to an increase in speed / acceleration or a change in the propulsion source (from battery to fuel fluid), causing the system to also understand that it should prepare for ignition (re-activation). As long as there is no command to deactivate (shut down) the internal combustion engine 1, the method will continue to be executed.

[0062] By monitoring the status of at least one battery unit 3 from at least one battery monitoring unit 3.1 (step ii.), the method receives the state of charge (whether there is a minimum voltage charge for operation) and safety of the battery (current, temperature or any special condition) through the battery monitoring unit 3.1, or alternatively, directly from sensors and gauges associated with at least one battery unit 3.1, or also through vehicle communication channels, such as a CAN (“Controller Area Network”) or equivalent, determining whether it is possible to initialize a fuel heating unit 1.2 (if there is sufficient power), in addition to information for the operation of the hybrid vehicle.

[0063] When monitoring the operating condition of at least one electric motor 2 (step iii.), the method checks its condition, which may be off, indicating that it will be the first activation / ignition of the internal combustion engine 1, or on, also providing operating information for at least one electric motor 2, indicating, for example, torque, rotation and other information necessary for the correct operation of the internal combustion engine 1 for the hybrid and dynamic operation of the vehicle.

[0064] In the step of monitoring the operating condition of at least one internal combustion engine 1 (step iv.), the method verifies whether it is activated or not, in addition to data related to the engine, such as water temperature, fuel temperature, air intake temperature, ambient temperature sensor, and other information necessary for optimizing exhaust from fuel fluid heating that can be acquired directly from sensors associated with the internal combustion engine 1 or from a processing unit associated with the sensors, such as a combustion control unit 4.2, commonly known as an ECU (“Electronic Control Unit”), or in vehicle communication channels, such as a CAN (“Controller Area Network”) or equivalent.

[0065] The heating control setting step (step v.) is responsible for calculating the temperature difference required to heat the fuel fluid so that it has optimized combustion and reduces gross pollutant emissions, until at least one catalyst element 5.1 reaches the optimum point of catalytic conversion, based on the data monitored in the previous steps. In this way, based on these calculations, the step of activating at least one fuel heating unit 1.2 (step vi.) is performed, indicating and / or supplying the electrical power necessary to achieve fuel fluid heating.

[0066] The method is executed by a processing unit 4, equipped with memory and communication interfaces that allow the execution and processing of routines and programs, commonly called a VCU (“Vehicle Control Unit”), or alternatively a multimedia center, which controls all the vehicle's devices and peripherals, or an equivalent device. Alternatively, the method can be executed in a combustion control unit 4.2, which is a processing unit with memory and communication interfaces, dedicated to controlling the operation of at least one combustion engine 1, commonly called an ECU (“Electronic Control Unit”), which would receive the command inputs directly or through a processing unit 4, or by equivalent means of data and signal acquisition and processing, which enable the execution of the proposed method.

[0067] Furthermore, the method for managing operation and optimizing exhaust in a hybrid vehicle includes the fact that, if a non-functioning condition is identified for at least the electric motor 2 in step iii. and a non-functioning condition for at least one internal combustion engine 1 in step iv., the heating control defined in step v. is of the starting pre-heating type. Thus, the method identifies and confirms that the request is for the first activation (start / ignition) and the heating control defined in step v. must be the maximum power control necessary for the ignition of the internal combustion engine 1, so that the fuel fluid is overcome from inertia.

[0068] Furthermore, the method for managing operation and optimizing exhaust in a hybrid vehicle also includes the fact that in step vi. of activating at least one fuel heating unit 1.2, when a non-functioning condition is identified for at least the electric motor 2 in step iii. and a non-functioning condition for at least one internal combustion engine 1 in step iv., temperature maintenance cycles are performed until the starting of the internal combustion engine 1 is identified. These maintenance cycles act on the fuel heating unit 1.2 to keep the fuel fluid heated enough for starting / ignition when the vehicle is parked.The initial activation request command for the internal combustion engine 1 may be associated with a vehicle door opening sensor, key rotation, vehicle start command, or any input that causes the system to understand that the internal combustion engine should prepare for ignition. This is confirmed by monitoring in steps iii. and iv. The method allows for heating in a way that does not drain supply voltage from at least one battery unit 3 of the system until exhaustion. This battery may be an auxiliary battery, commonly 12 V in passenger vehicles, or of different voltages depending on the vehicle architecture, such as high-voltage batteries used by the electric motor 2, until the internal combustion engine 1 is activated / ignited – via an ignition key, "start-stop" button, or equivalent.This condition may be related to the use of the parked vehicle, where it may be being used for another activity unrelated to dynamic movement (such as listening to music or turning on the air conditioning).

[0069] Additionally, the method for managing operation and optimizing exhaust in a hybrid vehicle involves monitoring the operating condition of at least one internal combustion engine 1 in step iv., monitoring water temperature, fuel temperature, intake air temperature, and ambient temperature. These parameters can be acquired directly from sensors and gauges associated with the internal combustion engine 1 or through a combustion control unit 4.2 (commonly called an ECU “Electronic Control Unit”) or equivalent processing unit that monitors the engine's operation. Alternatively, these parameters can be acquired through a data communication network, such as a CAN network commonly used in vehicles or an equivalent data network.This information is relevant for identifying the engine temperature, based on the temperature of the water, fuel, and intake air, as well as a comparison with the ambient temperature. This makes it possible to measure and estimate the operating behavior and, consequently, the ideal fuel temperature that would emit fewer pollutants under the operating conditions.

[0070] Thus, the method for managing operation and optimizing exhaust in a hybrid vehicle involves the fact that the heating control defined in step v. is performed based on a predefined temperature model. In this way, from the parameters acquired in step iv., the difference in behavior of the internal combustion engine 1 is measured in comparison with the modeled conditions of optimized operation and low pollutant emissions. The information acquired from engine water temperature sensors, engine intake air temperature sensor, and ambient temperature sensor is used in a mathematical model that reflects the thermal exchanges by conduction and convection between the fuel distribution tube and the medium in which it is inserted within the engine compartment.Thus, the model is able to estimate the mass of gas burned and the thermal efficiency of the gas exiting the exhaust valves to at least one exhaust system 5, responsible for venting the combustion gases, plus the exothermic process of at least one catalyst element 5.1, responsible for converting pollutants into less harmful substances.

[0071] Figure 2 illustrates the temperature versus time graph for the catalyst and fuel fluid, where d is the curve related to the catalyst and c2 is the curve related to the fuel fluid. It also indicates z0 as the "pre-heating" zone (where the fuel and catalyst are "cold"), z1 as the zone below catalytic efficiency (below the "light-off" temperature of 350 °C), z2 as the zone of catalytic efficiency, and z3 as the zone damaging to the catalyst (above 950 °C), which causes the detachment of precious metals from the ceramic in its construction and even the melting of the components if the temperature is too high. Ideally, the temperature of the catalyst element 5.1 should be within z2, where a higher mixture of fuel fluid causes the cooling of the exhaust gases and consequently the cooling of the catalyst element 5.1 (being below z3) and the heating of the fuel fluid before internal combustion in the engine optimizes combustion and reduces emissions when the catalyst element 5.1 is below 350°C (at z1) - a similar cooling situation can occur if operating with the electric motor 2. Figure 3 also indicates period c2' as the "pre-heating" period for activation and period c2" as the fuel fluid heating period to optimize combustion and pollutant emissions to compensate for the catalytic inefficiency of the period.

[0072] Furthermore, the method for managing operation and optimizing exhaust in a hybrid vehicle proposes that the heating control defined in step v. is performed by measuring the catalyst temperature using at least one temperature measurement unit 5.2 associated with at least one catalyst element 5.1. In a more precise and costly option, the use of a temperature measurement unit 5.2 associated with at least one catalyst element 5.1 directly measures its temperature, making it possible to identify its heating during driving, and consequently define in real time the fuel heating temperature necessary for combustion optimization, while catalytic efficiency (or "light off") is not achieved.

[0073] Furthermore, the method includes the fact that in step vi. at least one fuel heating unit 1.2 and / or at least one catalyst heating element 5.3 associated with at least one catalyst 5.1 is activated. Thus, as an alternative, it would allow for the acceleration of the catalyst element heating to achieve catalytic efficiency, reducing the fuel heating time.

[0074] Also, the method for managing operation and optimizing exhaust in a hybrid vehicle includes the fact that if the state of at least one battery unit 3 monitored from at least one battery monitoring unit 3.1 in step iii. is unfavorable, the method is suspended and an alert is issued. If the system power supply voltage is below a defined threshold or if the operating conditions are not within the standard (such as high temperature or low current), the method issues a fault alert, which can be made available within the system or directly to the end user, preventing continued operation and thus preventing fuel heating to reduce pollutant emissions.Typically, battery unit 3 comprises at least one 12V battery in passenger cars, but it can have different voltages and configurations (such as the use of 48V batteries powering electric motor 2), depending on the architecture used.

[0075] Furthermore, the present invention proposes a system for managing the operation and optimizing exhaust in a hybrid vehicle comprising: at least one internal combustion engine 1 associated with at least one fuel tank 1.1 comprising at least one fuel heating unit 1.2, at least one electric motor 2, at least one battery unit 3 associated with at least one battery monitoring unit 3.1, at least one exhaust system 5 associated with the internal combustion engine 1 and comprising at least one catalytic converter 5.1, at least one processing unit 4 further comprising the fact that it is associated with at least one internal combustion engine 1, at least one electric motor 2, at least one battery monitoring unit 3.1 and at least one fuel heating unit 1.2.

[0076] Thus, the internal combustion engine 1 is propelled by at least one fossil fuel such as gasoline or diesel or any other, and / or also propelled by at least one renewable fuel such as ethanol, methanol, or any mixture of two types of fuels. Associated with at least one fuel container 1.1, a receptacle to hold the fuel fluid to be heated by at least one fuel heating unit 1.2, it allows the method to heat the fuel to optimize combustion and, consequently, reduce the most harmful emissions.

[0077] The second electric motor is the engine that allows the vehicle to operate in electric mode, in addition to working with the internal combustion engine to improve efficiency and performance. The electricity that powers it can be stored in battery or fuel cells, or even supplied by an inverter connected to at least one combustion engine.

[0078] Furthermore, battery unit 3, associated with at least one battery monitoring unit 3.1, is responsible for being the system's power source and for providing the necessary power to the fuel heating unit 1. Battery monitoring unit 3.1 monitors operating parameters (voltage, current, temperature, etc.) and, if the system voltage is below a defined threshold or the operating conditions are not within the standard (such as high temperature or low current), the method is not executed, preventing energy drain. Commonly, battery unit 3 comprises at least one 12V battery in passenger cars, but may have different voltages and configurations (such as the use of 48V batteries powering the electric motor 2), depending on the architecture used.

[0079] The exhaust system 5 associated with the internal combustion engine 1 is responsible for expelling the gases from the combustion of the fuel fluid, where the catalytic converter 5.1 helps to convert carbon monoxide (CO), unburned hydrocarbons (HC), and nitrogen oxides (NOx) into less harmful substances, such as carbon dioxide (CO2), nitrogen (N2), and water (H2O), reducing pollutant emissions. Catalytic converters are composed of precious metals, such as platinum (Pt), palladium (Pd), and rhodium (Rh), supported by a ceramic structure, and also contribute to optimizing engine efficiency, allowing for more complete combustion of the fuel.

[0080] The processing unit 4 is a computing unit equipped with memory and communication interfaces that allow the execution and processing of routines and programs, commonly called a VCU (“Vehicle Control Unit”), or alternatively a multimedia center that controls all the vehicle's devices and peripherals, or equivalent device. Associated with the internal combustion engine 1, the electric motor 2, the battery monitoring unit 3.1 and the fuel heating unit 1.2, it monitors the parameters necessary for defining and controlling the method and system.

[0081] Furthermore, the system for managing operation and optimizing exhaust in a hybrid vehicle includes the fact that at least one temperature measurement unit 5.2 is associated with at least one catalyst element 5.1 of at least one exhaust system 5 and at least one processing unit 4. The use of direct temperature measurement of the catalyst element 5.1 ensures that the actual temperature is obtained and there is no need for mathematical temperature modeling, reducing processing requirements.

[0082] Figure 3 illustrates, in a block diagram, the system for managing the operation and optimization of exhaust in a hybrid vehicle, composed of an internal combustion engine 1, a fuel tank 1.1 comprising a fuel heating unit 1.2, an electric motor 2, a battery unit 3 associated with a battery monitoring unit 3.1, an exhaust system 5 comprising a catalytic converter 5.1 associated with the internal combustion engine 1, and a processing unit 4. This architecture proposes that the processing unit 4 monitors the parameters related to the internal combustion engine 1, the electric motor 2, the battery unit 3 (through the battery monitoring unit 3.1), and also controls the heating unit 1.2. Figure 4 illustrates the same system with a temperature measurement unit 5.2 associated with at least one catalytic converter 5.1. By directly reading the temperature, without the need for mathematical modulation to determine fuel heating.

[0083] Furthermore, the system for managing exhaust operation and optimization in a hybrid vehicle includes the fact that the exhaust unit 5 is also composed of at least one catalyst heater element 5.2 associated with at least one catalyst element 5.1 and at least one processing unit 4. Figure 5 illustrates in a block diagram the architecture of one of the alternative solutions of the system for managing exhaust operation and optimization in a hybrid vehicle using a catalyst heater element, which can work in conjunction with the fuel heating unit 1.2, heating the catalyst element 5.1 so that it always tends to work within catalytic efficiency, reducing the need for fuel heating to reduce emissions.

[0084] Additionally, the system for managing operation and optimizing exhaust in a hybrid vehicle also includes the fact that processing unit 4 comprises at least one vehicle control unit 4.1, at least one combustion control unit 4.2, and at least one heating control unit 4.3. Processing unit 4.1, commonly called VCU (“Vehicle Control Unit”), can perform the computation and processing of actions related to the vehicle and also utilize decentralized processing units, using a combustion control unit 4.2 to compute and process actions related to the internal combustion engine 1, commonly called ECU (“Electronic Control Unit”), and a heating control unit 4.3 to control the heating and provide electrical power to a fuel heating unit 1.2, which can be controlled by processing unit 4.1 when by combustion control unit 4.2.

[0085] Figure 6 illustrates in a block diagram one of the alternative system solutions for managing exhaust operation and optimization in a hybrid vehicle using decentralized processing, composed of the vehicle control unit 4.1 and the combustion control unit 4.2 controlling the heating control unit 4.3. The figure also shows the catalyst heater element 5.2 associated with a catalyst element 5.1 and the vehicle control unit 4.1, and there may also be other equivalent alternative configurations for control (such as command of the catalyst heater element 5.2 by the combustion control unit 4.2 or any other processing unit).

[0086] Finally, the proposed system comprises the fact of executing the method for managing operation and optimizing exhaust in a hybrid vehicle defined in the present invention. A hybrid vehicle, designed to operate with at least two types of engine, with at least one internal combustion engine 1 that can use different types of fuel (such as gasoline, ethanol or other combustible fluids), equipped with the present system and method for managing operation and optimizing exhaust in a hybrid vehicle, thus comprises the fact of optimizing the combustion of fuel fluid while the catalyst element 5.1 is not within the catalytic optimization temperature range.

[0087] It is important to emphasize that the description above serves solely to illustrate a particular embodiment of the invention in question. Therefore, it is clear that modifications, variations, and constructive combinations of the elements that perform the same function in substantially the same way to achieve the same results remain within the scope of protection delimited by the appended claims.

Claims

CLAIMS 1. Method for managing operation and optimizing exhaust in a hybrid vehicle, CHARACTERIZED by comprising the following steps: i. monitor operating request condition for at least one internal combustion engine (1); ii. monitor the status of at least one battery unit (3) from at least one battery monitoring unit (3.1); iii. monitor operating condition of at least one electric drive (2); iv. monitor operating condition of at least one internal combustion engine (1); v. Define heating control vi. activate at least one fuel heating unit (1.2) according to the defined heating control.

2. Method for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 1, CHARACTERIZED in that, if a non-operating condition is identified for at least the electric motor (2) in step iii. and a non-operating condition is identified for at least one internal combustion engine (1) in step iv., the heating control defined in step v. is of the starting pre-heating type.

3. Method for managing operation and optimizing exhaust in a hybrid vehicle, according to claims 1 and 2, CHARACTERIZED in that step vi. of activating at least one fuel heating unit (1.2) when a non-operating condition is identified for at least the electric motor (2) in step iii and a non-operating condition of at least one internal combustion engine (1) in step iv., is performed in temperature holding cycles until the starting of the internal combustion engine (1) is identified.

4. Method for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 1, CHARACTERIZED in that when monitoring the operating condition of at least one internal combustion engine (1) in step iv., water temperature, fuel temperature, intake air temperature and ambient temperature are monitored.

5. Method for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 1, CHARACTERIZED in that the heating control defined in step v. is performed based on predefined temperature modeling.

6. Method for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 1, CHARACTERIZED in that the heating control defined in step v. is carried out from the temperature measurement of the catalyst by means of at least one temperature measurement unit (5.2) associated with at least one catalyst element (5.1).

7. Method for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 1, CHARACTERIZED in that in step vi. at least one fuel heating unit (1.2) and / or at least one catalyst heating element (5.3) associated with at least one catalyst element (5.1) is activated.

8. Method for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 1, CHARACTERIZED in that if the state of at least one battery unit (3) monitored from at least one battery monitoring unit (3.1) in step iii. is unfavorable, the method is suspended and an alert is issued.

9. System for managing operation and optimizing exhaust in a hybrid vehicle, comprising: - at least one internal combustion engine (1) associated with at least one fuel galena (1.1) comprising at least one fuel heating unit (1.2); - at least one electric motor (2); - at least one battery unit (3) associated with at least one battery monitoring unit (3.1); - at least one exhaust system (5) associated with the internal combustion engine (1) and comprising at least one catalytic converter (5.1); - at least one processing unit (4) CHARACTERIZED in that the processing unit (4) is associated with at least one internal combustion engine (1), at least one electric motor (2), at least one battery monitoring unit (3.1) and at least one fuel heating unit (1.2).

10. System for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 9, CHARACTERIZED in that at least one temperature measuring unit (5.2) is associated with at least one catalytic converter (5.1) of at least one exhaust system (5) and at least one processing unit (4).

11. System for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 9, CHARACTERIZED in that the exhaust unit (5) is also composed of at least one catalyst heater element (5.2) associated with at least one catalyst element (5.1) and at least one processing unit (4).

12. System for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 9, CHARACTERIZED in that the processing unit (4) comprises at least one vehicle control unit (4.1), at least one combustion control unit (4.2) and at least one heating control unit (4.3).

13. System for managing operation and optimizing exhaust in a hybrid vehicle, according to claim 9, CHARACTERIZED by the fact that it executes the method for managing operation and optimizing exhaust in a hybrid vehicle defined in claims 1 to 8.

14. Hybrid vehicle CHARACTERIZED by the fact that it comprises a system for managing operation and optimizing exhaust in a hybrid vehicle as defined in claims 9 to 13 and that it implements the method for managing operation and optimizing exhaust in a hybrid vehicle as defined in claims 1 to 8.

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