CONTROL OF ENGINE EXHAUST BACKPRESSURE FOLLOWING ENGINE COLD-START

• US 20170314486A1
• Filed: 04/27/2016
• Published: 11/02/2017
• Est. Priority Date: 04/27/2016
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Marlett, Chad E., Ziehr, Lawrence P., Cianflone, Francesco, Castorina, Francesco
• Granted Patent: US 10,066,561 B2
• Time in Patent Office: Days
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 2240/36 an exhaust flap
• CPC Class Codes: F01N 3/021 by means of filters
• CPC Class Codes: F01N 3/2066 Selective catalytic reduction [SCR]
• CPC Class Codes: F02B 37/22 by varying cross-section of exhaust passages or air passages , e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits F02B37/24 takes precedence
• CPC Class Codes: F02D 2200/021 Engine temperature
• CPC Class Codes: F02D 2250/34 Control of exhaust back pressure, e.g. for turbocharged engines
• CPC Class Codes: F02D 41/0055 Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
• CPC Class Codes: F02D 41/064 at cold start F02D41/067 takes precedence
• CPC Class Codes: F02D 41/068 for warming-up
• CPC Class Codes: F02D 41/26 using computer, e.g. microprocessor
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: F02D 9/04 concerning exhaust conduits throttle valves, or arrangements thereof in conduits F02D9/08
• CPC Class Codes: F02M 26/06 Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
• CPC Class Codes: F02M 26/10 having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
• CPC Class Codes: F02M 26/15 in relation to engine exhaust purifying apparatus
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A method of controlling a rate of warm-up of an internal combustion engine fluidly connected to an exhaust system is disclosed. The method includes identifying a cold-start of the engine. The method also includes regulating, in response to the identified cold-start of the engine, an exhaust pressure modulation (EPM) valve arranged in a main exhaust passage of the exhaust system. The main exhaust passage channels engine exhaust gas to the ambient. Such regulation of the EPM valve will restrict a flow of the engine exhaust gas to the ambient and increase exhaust gas backpressure in the exhaust system up to a predetermined pressure value. Furthermore, the subject regulation of the EPM valve will increase a load on and the rate of warm-up of the engine. A vehicle having an engine and a controller programmed to control a rate of the engine'"'"'s warm-up of according to the method is also disclosed.

Claims

1. A method of controlling a rate of warm-up of an internal combustion engine fluidly connected to an exhaust system, the method comprising:

identifying, via a controller, a cold-start of the engine; and

regulating, via the controller, in response to the identified cold-start of the engine, an exhaust pressure modulation (EPM) valve arranged in a main exhaust passage of the exhaust system, wherein the main exhaust passage channels engine exhaust gas to the ambient, to restrict a flow of the engine exhaust gas to the ambient and increase exhaust gas backpressure in the main exhaust passage up to a predetermined pressure value to thereby increase a load on and the rate of warm-up of the engine.

2. The method of claim 1, wherein the exhaust system includes an exhaust gas recirculation (EGR) passage fluidly connecting the main exhaust passage to the engine, and a low pressure exhaust gas recirculation (LPEGR) valve arranged in the EGR passage and in electronic communication with the controller, the method further comprising:

regulating the LPEGR valve to selectively control flow of the engine exhaust gas through the EGR passage following said regulating the EPM valve in response to the identified cold-start of the engine.

3. The method of claim 2, wherein said regulating the LPEGR valve to selectively control the flow of the engine exhaust gas through the EGR passage includes directing up to 30% of an entire flow of the exhaust gas from the main exhaust passage through the EGR passage.

4. The method of claim 2, wherein the engine additionally includes a variable geometry turbocharger (VGT) having adjustable vanes, the method further comprising:

regulating, via the controller, the LPEGR valve to direct the exhaust gas to the VGT following said regulating the EPM valve in response to the identified cold-start of the engine.

5. The method of claim 4, further comprising minimizing condensation of moisture in the exhaust gas at the VGT via maintaining the LPEGR valve in a fully-closed state when a temperature of the ambient is below −

10 degrees Celsius.

6. The method of claim 1, wherein the engine is a compression-ignition engine and the exhaust system additionally includes an exhaust after-treatment device upstream of the EPM valve, the method further comprising:

increasing the exhaust backpressure in the main exhaust passage for a first predetermined duration to thereby trigger a light-off of the exhaust after-treatment device.

7. The method of claim 6, wherein the exhaust after-treatment device is a Diesel Particulate Filter (DPF).

8. The method of claim 6, wherein an engine coolant is used to remove heat energy from the engine, and wherein said identifying the cold-start of the engine is accomplished by detecting a temperature of the engine coolant via a coolant sensor arranged on the engine and in electronic communication with the controller.

9. The method of claim 8, wherein the engine is arranged in a vehicle having a passenger cabin and a heater configured to receive the engine coolant for regulating a temperature of air inside the cabin, the method further comprising:

increasing the exhaust backpressure in the main exhaust passage for a second predetermined duration to thereby increase the temperature of air inside the cabin.

10. The method of claim 9, further comprising:

following an elapse of at least one of the first predetermined duration and the second predetermined duration, opening the EPM valve by the controller to derestrict the flow of the exhaust gas through the main exhaust passage and decrease the exhaust backpressure in the main passage below the predetermined pressure value.

11. A vehicle comprising:

an internal combustion engine;

an exhaust system fluidly connected to the engine and having a main exhaust passage configured to channel engine exhaust gas to the ambient;

an exhaust pressure modulation (EPM) valve arranged in the main exhaust passage and configured to vary an exhaust backpressure in the main exhaust passage; and

a controller configured to;

identify a cold-start of the engine; and

regulate, in response to the identified cold-start of the engine, the EPM valve to restrict a flow of the engine exhaust gas to the ambient and increase exhaust gas backpressure in the main exhaust passage up to a predetermined pressure value to thereby increase a load on and the rate of warm-up of the engine

12. The vehicle of claim 11, wherein the exhaust system includes an exhaust gas recirculation (EGR) passage fluidly connecting the main exhaust passage to the engine, and a low pressure exhaust gas recirculation (LPEGR) valve arranged in the EGR passage and in electronic communication with the controller, wherein the controller is additionally configured to regulate the LPEGR valve to selectively control flow of the engine exhaust gas through the EGR passage following regulation of the EPM valve in response to the identified cold-start of the engine.

13. The vehicle of claim 12, wherein the controller is additionally configured to regulate the LPEGR valve to direct up to 30% of an entire flow of the exhaust gas from the main exhaust passage through the EGR passage.

14. The vehicle of claim 12, wherein the engine additionally includes a variable geometry turbocharger (VGT) having adjustable vanes, and wherein the controller is additionally configured to regulate the LPEGR valve to direct the exhaust gas to the VGT following regulation of the EPM valve in response to the identified cold-start of the engine.

15. The vehicle of claim 14, wherein the controller is additionally configured to minimize condensation of moisture in the exhaust gas at the VGT via maintaining the LPEGR valve in a fully-closed state when a temperature of the ambient is below −

10 degrees Celsius.

16. The vehicle of claim 11, wherein the engine is a compression-ignition engine and the exhaust system additionally includes an exhaust after-treatment device upstream of the EPM valve, wherein the controller is additionally configured to increase the exhaust backpressure in the main exhaust passage for a first predetermined duration to thereby trigger a light-off of the exhaust after-treatment device.

17. The vehicle of claim 16, wherein the exhaust after-treatment device is a Diesel Particulate Filter (DPF).

18. The vehicle of claim 16, further comprising a coolant sensor in electronic communication with the controller, wherein an engine coolant is used to remove heat energy from the engine, and wherein the controller is configured to identify the cold-start of the engine by detecting a temperature of the engine coolant via the coolant sensor.

19. The vehicle of claim 18, wherein the engine is arranged in a vehicle having a passenger cabin and a heater configured to receive the engine coolant for regulating a temperature of air inside the cabin, and wherein the controller is configured to increase the exhaust backpressure in the main exhaust passage for a second predetermined duration to thereby increase the temperature of air inside the cabin.

20. The vehicle of claim 19, wherein the controller is additionally configured to open the EPM valve following an elapse of at least one of the first predetermined duration and the second predetermined duration, and thereby derestrict the flow of the exhaust gas through the main passage and decrease the exhaust backpressure in the main exhaust passage below the predetermined pressure value.