Control strategy for an internal combustion engine in a hybrid vehicle

• US 6,421,599 B1
• Filed: 08/09/2001
• Issued: 07/16/2002
• Est. Priority Date: 08/09/2001
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Lippa, Allan J., Xu, Lifeng, Brehob, Diana D., Yang, Jialin
• Primary Examiner(s): WOLFE JR, WILLIS RAY
• Application Number:
  US09/682,240
• Time in Patent Office: 341 Days
• Field of Search: 123/41.1, 123/41.31, 123/142.5 E, 701/102, 701/103, 701/114, 701/115, 602/74, 602/77, 602/99, 603/00, 603/01, 603/03, 606/98, 603/11, 607/16, 607/18, 607/19, 602/85, 237/2.A
• US Class Current: 701/102
• CPC Class Codes: B60H 1/3208 Vehicle drive related control of the compressor drive means, e.g. for fuel saving purposes
• CPC Class Codes: B60K 6/08 Prime-movers comprising combustion engines and mechanical or fluid energy storing means
• CPC Class Codes: B60K 6/10 by means of a chargeable mechanical accumulator, e.g. flywheel
• CPC Class Codes: B60K 6/105 the accumulator being a flywheel
• CPC Class Codes: B60K 6/12 by means of a chargeable fluidic accumulator
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/30 including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: B60W 2510/0671 Engine manifold pressure
• CPC Class Codes: B60W 2510/068 Engine exhaust temperature
• CPC Class Codes: B60W 2710/0622 Air-fuel ratio
• CPC Class Codes: B60Y 2300/476 Regeneration of particle filters
• CPC Class Codes: F01N 2570/04 Sulfur or sulfur oxides
• CPC Class Codes: F01N 2570/14 Nitrogen oxides
• CPC Class Codes: F01N 2610/02 the substance being ammonia or urea
• CPC Class Codes: F01N 2610/03 the substance being hydrocarbons, e.g. engine fuel
• CPC Class Codes: F01N 3/023 using means for regenerating the filters, e.g. by burning trapped particles by electrically controlling the supply of combustible mixture or its constituents only F02D41/0235
• CPC Class Codes: F02D 2250/18 : Control of the engine output torque
• CPC Class Codes: F02D 41/027 : to purge or regenerate the exhaust gas treating apparatus
• CPC Class Codes: F02D 41/083 : taking into account engine load variation, e.g. air-conditionning
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles

Abstract

A system and method is disclosed for operating an internal combustion engine disposed in a hybrid vehicle, in which engine operation is selected to provide secondary vehicular functions, such as cabin heating, cabin cooling, and exhaust aftertreatment of exhaust components.

Claims

1. A vehicle system comprising:

at least two machines capable of being coupled to driving wheels of the vehicle, one of said machines being an internal combustion engine;

at least one particulate filter coupled to said engine; and

an engine controller operably connected to said machines to determine when said particulate filter should be attended to and to determine whether a current engine operating condition is within an acceptable engine operating range which satisfies said particulate filter.

2. The system of claim 1 wherein said acceptable operating condition range provides a temperature in said particulate filter to exceed an ignition temperature of particulate matter filtered in said particulate filter.

3. A vehicle system comprising:

at least two machines capable of being coupled to driving wheels of the vehicle, one of said machines being an internal combustion engine;

an air conditioning system coupled to said engine; and

an engine controller operably connected to said machines to determine when said air conditioning system should be attended to and to determine whether a current engine operating condition is a high efficiency engine operating condition.

4. The system of claim 3, further comprising the step of commanding the engine to attain said high efficiency engine operating condition.

5. A vehicle system comprising:

at least two machines capable of being coupled to driving wheels of the vehicle, one of said machines being an internal combustion engine;

a fuel vapor purge system coupled to said engine; and

an engine controller operably connected to said machines to determine when said fuel vapor purge system should be attended to and to determine whether a current engine operating condition is within an acceptable engine operating range which satisfies fuel vapor purge system.

6. The system of claim 5 wherein said acceptable operating condition range is an operating condition range providing a manifold vacuum greater than 5 kPa.

7. A vehicle system comprising:

at least two machines capable of being coupled to driving wheels of the vehicle, one of said machines being an internal combustion engine;

a cabin heating system coupled to said engine; and

an engine controller operably connected to said machines to determine when said cabin heating system should be attended to and to determine whether a current engine operating condition is within an acceptable engine operating range which satisfies said cabin heating system.

8. The system of claim 7 wherein said engine has a water jacket and engine coolant, said engine coolant circulates through said water jacket to cool said engine, further comprising an air to liquid heat exchanger through which engine coolant is circulated through the liquid side of said heat exchanger and through which cabin air is circulated through the air side of said heat exchanger to cause a temperature rise in said cabin air.

9. The system of claim 8, said acceptable engine operating range causes a rapid temperature increase in said engine coolant to cause said temperature rise in said cabin air.

10. A computer readable storage medium having stored data representing instructions executable by a computer to control a vehicle system, the vehicle system comprises at least two machines capable of being coupled to driving wheels of the vehicle, one of the machines being an internal combustion engine, and an air conditioning compressor coupled to the engine, comprising:

instructions for determining a demand for activating the air conditioning compressor;

instructions for determining a high thermal efficiency engine operating condition for providing high thermal efficiency of the engine in response to said demand; and

instructions for commanding said engine to attain said high thermal efficiency engine operating condition when said air conditioning compressor should be activated.

11. The medium of claim 10, further comprising instructions to activate said air conditioning compressor.

12. The medium of claim 10, further comprising:

instructions for determining a desired power at the driving wheels requested by an operator of the vehicle;

instructions for causing the secondary machine to absorb a difference between said engine provided power at said high thermal efficiency operating condition and said desired power when said engine provided power is greater than said desired power; and

instructions for causing the secondary machine to supply a difference between said engine provided power at said high thermal efficiency operating condition and said desired power when said engine provided power is less than said desired power.

13. A computer readable storage medium having stored data representing instructions executable by a computer to control a vehicle system, the vehicle system comprises at least two machines capable of being coupled to driving wheels of the vehicle, one of the machines being an internal combustion engine with a water jacket through which an engine coolant is circulated, and a vehicle cabin heating system, the vehicle cabin heating system comprising an air to liquid heat exchanger with engine coolant circulated through the liquid side of the heat exchanger, comprising:

instructions for determining a demand for cabin heating; and

instructions for determining a high power engine operating condition which simultaneously provides high thermal efficiency of the engine and rapidly raises the temperature of the engine coolant in response to said demand.

14. The medium of claim 13, further comprising:

instructions for determining a temperature of the engine coolant;

instructions for commanding the engine to attain said high power engine operating condition when the temperature of the engine coolant is below a predetermined temperature.

15. The medium of claim 13, further comprising instructions for commanding the engine to attain said high power engine operating condition.

16. The medium of claim 15, further comprising:

instructions for determining a desired power at the driving wheels requested by an operator of the vehicle;

instructions for causing the secondary machine to absorb a difference between said engine provided power at said high power operating condition and said desired power.

17. A vehicle system comprising:

at least two machines capable of being coupled to driving wheels of the vehicle, one of said machines being an internal combustion engine;

at least one lean NOx catalyst coupled to said engine for reducing NOx when the engine air/fuel ratio is lean of stoichiometry; and

an engine controller operably connected to said machines to determine when said lean NOx catalyst should be attended to and to determine whether a current engine operating condition is within an acceptable engine operating range which satisfies said lean NOx catalyst.

18. The system of claim 17 wherein said engine controller determines a desired engine operating condition which satisfies said lean NOx catalyst and commands said engine to attain said desired engine operating condition when said current engine operating condition is not within said acceptable engine operating range.

19. The system of claim 17 wherein said acceptable engine operating range provides a NOx concentration in an exhaust gas stream discharged from the engine less than a predetermined NOx concentration.

20. The system of claim 19 wherein said predetermined NOx concentration is 25 ppm.

21. The system of claim 17 wherein said acceptable engine operating range provides a temperature of said catalyst greater than a predetermined temperature.

22. The system of claim 21 wherein said predetermined temperature is 300 degrees Celsius.

23. The system of claim 17, further comprising an injector coupled to said engine for supplying a reductant into an exhaust stream of said engine upstream of said catalyst.

24. The system of claim 23 wherein said engine controller is coupled to said injector and commands said injector to supply reductant in the event that said current operating condition is within said acceptable operating range or substantially at said desired operating condition.

25. The system of claim 17 further comprising an energy reservoir coupled to said secondary machine, wherein said secondary machine is one of said machines other than said internal combustion engine.

26. The system of claim 25 wherein said secondary machine may remove energy stored in said energy reservoir.

27. The system of claim 25 wherein said secondary machine may generate energy which may be stored in said energy reservoir.

28. The system of claim 27 wherein said energy reservoir may comprise a battery, a flywheel, a hydraulic fluid reservoir, a thermal reservoir, a spring, or a capacitor.

29. A method to control a vehicle system having a primary machine, which is an internal combustion engine, at least one secondary machine and a lean NOx catalyst coupled to the engine and receiving an exhaust stream from the engine, said machines are capable of being coupled to driving wheels of the vehicle, comprising the steps of:

determining that the lean NOx catalyst should be attended to;

determining a desired engine operating condition that satisfies the lean NOx catalyst; and

commanding the engine to attain said desired engine operating condition.

30. The method according to claim 29 wherein said desired engine operating condition is with the engine not firing and the engine has an injector capable of providing a reductant to an exhaust stream of the engine, further comprising the step of injecting reductant into said exhaust stream when said engine is not firing.

31. The method according to claim 29, said desired engine operating condition occurs when an exhaust stream discharged from the engine has less than 50 ppm NOx concentration, said engine has an injector capable of supplying reductant to said exhaust stream, further comprising the step of injecting reductant into said exhaust stream when said desired operating condition occurs.

32. The method according to claim 29, said desired engine operating condition occurs when a temperature of said exhaust stream discharged from the engine is greater than 300 degrees Celsius.

33. The method according to claim 29, further comprising the step of injecting reductant into said exhaust stream when said desired engine operating condition occurs.

34. The method of claim 29 further comprising the steps of:

determining a desired power at the driving wheels desired by an operator of the vehicle;

determining an engine provided power at the driving wheels based on said engine desired operating condition;

causing the secondary machine to absorb a difference between said engine provided power and said desired power when said engine provided power is greater than said desired power; and

causing the secondary machine to supply a difference between said desired power and said engine provided power when said engine provided power is less than said desired power.

35. The method according to claim 34 further comprising the steps of:

determining a maximum power at the driving wheels that the secondary machine may provide; and

postponing said commanding step when a sum of said maximum power and said engine provided power are less than said desired power.

36. The method according to claim 34 further comprising the steps of:

determining a maximum absorption power that the secondary machine may absorb; and

postponing said commanding step when a difference of said engine provided power and said desired power exceeds said maximum absorption power.