Method and apparatus to control temperature of an exhaust aftertreatment system for a hybrid powertrain

• US 8,277,363 B2
• Filed: 09/19/2008
• Issued: 10/02/2012
• Est. Priority Date: 11/07/2007
• Status: Active Grant

• Current Assignee: Bayerische Motoren Werke AG, Daimler AG (Mercedes-Benz Group AG), Chrysler Group LLC (Stellantis NV)
• Original Assignee: Bayerische Motoren Werke AG, GM Global Technology Operations LLC (General Motors Company), Daimler AG (Mercedes-Benz Group AG), Chrysler Group LLC (Stellantis NV)
• Inventors: Lahti, John L., Heap, Anthony H.
• Primary Examiner(s): Estremsky, Sherry
• Application Number:
  US12/233,973
• Publication Number:
  US 20090118091A1
• Time in Patent Office: 1,474 Days
• Field of Search: 477/98, 477/100
• US Class Current: 477/98
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2240/486 Operating parameters
• CPC Class Codes: B60W 10/06 including control of combustion engines
• 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 2510/0666 Engine power
• CPC Class Codes: B60W 2510/0676 Engine temperature
• CPC Class Codes: B60W 2510/068 Engine exhaust temperature
• CPC Class Codes: B60W 2510/107 Temperature
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/1061 Output power
• CPC Class Codes: B60W 30/188 Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: B60W 30/1882 characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: B60W 50/087 where the control system corrects or modifies a request from the driver
• CPC Class Codes: F02D 2041/1433 using a model or simulation of the system
• CPC Class Codes: F02D 2200/0802 Temperature of the exhaust gas treatment apparatus
• CPC Class Codes: F02D 2200/0804 Estimation of the temperature of the exhaust gas treatment apparatus
• CPC Class Codes: F02D 41/024 to increase temperature of the exhaust gas treating apparatus
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An internal combustion engine is fluidly connected to an exhaust aftertreatment system and operatively connected to an electro-mechanical transmission to transmit tractive power to a driveline. The engine is controlled during an engine operating cycle by determining a temperature of the exhaust aftertreatment system and adjusting power output of the engine based upon the temperature of the exhaust aftertreatment system and a preferred temperature range of the exhaust aftertreatment system. The electro-mechanical transmission is controlled to transmit tractive power to the driveline to meet an operator torque request based upon the adjusted power output of the engine.

Claims

1. Method for controlling an internal combustion engine during an engine operating cycle, said engine fluidly connected to an exhaust aftertreatment system and operatively connected to an electro-mechanical transmission to transmit tractive power to a driveline, comprising:

determining a temperature of the exhaust aftertreatment system;

adjusting power output of the engine based upon the temperature of the exhaust aftertreatment system and a preferred temperature range of the exhaust aftertreatment system; and

,

controlling the electro-mechanical transmission to transmit tractive power to the driveline to meet an operator torque request based upon the adjusted power output of the engine.

2. The method of claim 1, further comprising increasing the engine power output when a temperature of an element of the exhaust aftertreatment system is less than the preferred temperature range of the exhaust aftertreatment system.

3. The method of claim 1, further comprising increasing the engine power output to increase temperature of the exhaust aftertreatment system for a period of time to achieve a predetermined temperature effective to regenerate an element of the exhaust aftertreatment system.

4. The method of claim 1, further comprising decreasing the engine power output when the temperature of the exhaust aftertreatment system exceeds the preferred temperature range of the exhaust aftertreatment system.

5. The method of claim 1 further comprising determining a preferred engine operation to achieve the preferred temperature range of the exhaust aftertreatment system and minimize a total energy loss.

6. The method of claim 1, further comprising

estimating a future energy loss;

determining a total power loss and a rate of change in the estimated future energy loss; and

determining a preferred engine operation to minimize the total power loss and the rate of change in the estimated future energy loss effective to achieve the preferred temperature range of the exhaust aftertreatment system and minimize the total energy loss during the engine operating cycle.

7. The method of claim 6, further comprising:

iteratively generating a plurality of engine speed states and engine torque states, and calculating a corresponding plurality of total power losses and rates of change in the estimated future energy loss;

determining minimum ones of the plurality of total power losses and rates of change in the estimated future energy loss; and

determining the preferred engine operation comprising the engine speed state and engine torque state corresponding to the minimum ones of the plurality of total power losses and the rates of change in the estimated future energy loss.

8. The method of claim 7, wherein the preferred engine operation further comprises an engine state comprising one of an all-cylinder operation and a cylinder-deactivation operation.

9. The method of claim 8, wherein the preferred engine operation further comprises an engine operating mode comprising one of a stoichiometric air/fuel ratio operation and a rich air/fuel ratio operation.

10. The method of claim 7, further comprising executing a two-dimensional search engine to iteratively generate the plurality of engine speed states and engine torque states.

11. The method of claim 7, wherein total power losses include engine power losses and other powertrain losses.

12. The method of claim 11, wherein the engine power losses comprise nominal engine power losses and power loss corrections.

13. The method of claim 12, wherein the power loss corrections are based upon an engine air/fuel ratio mode, an engine cylinder deactivation state, and, an engine operating temperature mode.

14. Method for controlling an internal combustion engine during an engine operating cycle, said engine operatively connected to an electro-mechanical transmission, comprising:

monitoring ambient operating conditions and engine operating conditions;

determining a temperature of an exhaust aftertreatment system fluidly connected to the engine;

adjusting power output of the engine based upon the temperature of the exhaust aftertreatment system and a preferred temperature of the exhaust aftertreatment system; and

controlling the electro-mechanical transmission based upon the adjusted power output of the engine.

15. The method of claim 14, further comprising controlling the electro-mechanical transmission to transmit tractive power to the driveline based upon the adjusted power output of the engine.

16. The method of claim 15, further comprising controlling the electro-mechanical transmission to generate electric power based upon the adjusted power output of the engine.

17. The method of claim 14, further comprising:

estimating a future energy loss during the engine operating cycle;

determining a power loss and a rate of change in the estimated future energy loss during the engine operating cycle; and

determining a preferred engine operation to minimize the power loss and the rate of change in the estimated future energy loss effective to achieve the preferred temperature of the exhaust aftertreatment system and minimize the total energy loss during the engine operating cycle.

18. The method of claim 17, further comprising:

iteratively generating engine speed states and engine torque states;

calculating a power loss and a rate of change in the estimated future energy loss for each of the iteratively generated engine speed states and engine torque states;

determining a minimum value for the calculated power loss and the rate of change in the estimated future energy loss; and

determining the preferred engine operation comprising an engine speed state and an engine torque state corresponding to the minimum value for the calculated power loss and the rate of change in the estimated future energy loss.

19. Method for controlling an internal combustion engine fluidly connected to an exhaust aftertreatment system and operatively connected to a transmission, comprising:

determining a temperature of the exhaust aftertreatment system;

adjusting an engine speed state and an engine torque state based upon the temperature of the exhaust aftertreatment system and a preferred temperature range of the exhaust aftertreatment system to minimize a total energy loss during an engine operating cycle;

controlling the engine to the adjusted engine speed state and engine torque state to achieve the preferred temperature of the exhaust aftertreatment system; and

controlling the transmission to transmit tractive power to the driveline to meet an operator torque request based upon the preferred engine operation.

20. The method of claim 19, further comprising:

estimating a future energy loss for the engine operating cycle;

determining a power loss and a rate of change in the estimated future energy loss; and

adjusting the engine speed state and an engine torque state to minimize the power loss and the rate of change in the estimated future energy loss effective to achieve the preferred temperature of the exhaust aftertreatment system and minimize the total energy loss.

21. The method of claim 20, wherein determining the adjusted engine speed state and an engine torque state comprises:

iteratively generating engine speed states and engine torque states;

calculating a power loss and a rate of change in the estimated future energy loss for each of the iteratively generated engine speed states and engine torque states;

determining a minimum value for the calculated power loss and the rate of change in the estimated future energy loss; and

determining a preferred engine operation comprising an engine speed state and an engine torque state corresponding to the minimum value for the calculated power loss and the rate of change in the estimated future energy loss.