Bypass exhaust pathway to allow gases to bypass the start catalyst of a vehicle

• US 9,382,829 B2
• Filed: 10/21/2014
• Issued: 07/05/2016
• Est. Priority Date: 10/21/2014
• Status: Active Grant

• Current Assignee: Toyota Motor Engineering & Manufacturing North America Incorporated (Toyota Motor Corporation)
• Original Assignee: Toyota Motor Engineering & Manufacturing North America Incorporated (Toyota Motor Corporation)
• Inventors: Ike, Daniel C.
• Primary Examiner(s): LEON JR, JORGE LUIS
• Application Number:
  US14/520,135
• Publication Number:
  US 20160108787A1
• Time in Patent Office: 623 Days
• Field of Search: 602/76, 602/77, 602/87, 602/88, 602/98, 602/99, 603/00, 603/20, 603/24
• US Class Current: 1/1
• CPC Class Codes: F01N 11/00 Monitoring or diagnostic devices for exhaust-gas treatment apparatus , e.g. for catalytic activity safety, indicating or supervising devices for internal combustion engines F02B77/08; testing of machines G01M13/00
• CPC Class Codes: F01N 11/005 the temperature or pressure being estimated, e.g. by means of a theoretical model
• CPC Class Codes: F01N 13/008 Mounting or arrangement of exhaust sensors in or on exhaust apparatus sensor arrangements for engine control F02D41/1439
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 2240/20 a flow director or deflector
• CPC Class Codes: F01N 2240/36 an exhaust flap
• CPC Class Codes: F01N 2340/02 characterised by the distance of the apparatus to the engine, or the distance between two exhaust treating apparatuses
• CPC Class Codes: F01N 2340/04 characterised by the arrangement of an exhaust pipe, manifold or apparatus in relation to vehicle frame or particular vehicle parts
• CPC Class Codes: F01N 2410/02 in case of high temperature, e.g. overheating of catalytic reactor
• CPC Class Codes: F01N 2410/03 in case of low temperature
• CPC Class Codes: F01N 2410/06 at cold starting
• CPC Class Codes: F01N 2470/20 Dimensional characteristics of tubes, e.g. length, diameter
• CPC Class Codes: F01N 2550/10 of catalytic converters
• CPC Class Codes: F01N 2560/025 for measuring or detecting O2, e.g. lambda sensors
• CPC Class Codes: F01N 2560/06 the means being a temperature sensor
• CPC Class Codes: F01N 2560/14 having more than one sensor of one kind
• CPC Class Codes: F01N 2900/0412 using pre-calibrated maps, tables or charts
• CPC Class Codes: F01N 2900/0601 being estimated
• CPC Class Codes: F01N 2900/08 said parameters being related to the engine
• CPC Class Codes: F01N 2900/10 said parameters being related to the vehicle or its components
• CPC Class Codes: F01N 2900/1602 : Temperature of exhaust gas apparatus
• CPC Class Codes: F01N 3/106 : Auxiliary oxidation catalysts
• CPC Class Codes: F01N 3/2053 : By-passing catalytic reactors, e.g. to prevent overheating
• CPC Class Codes: F01N 3/2892 : Exhaust flow directors or the like, e.g. upstream of catalytic device
• CPC Class Codes: F01N 9/005 : using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
• CPC Class Codes: Y02A 50/20 : Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
• CPC Class Codes: Y02T 10/40 : Engine management systems

Abstract

A system for improving the fuel economy of a vehicle includes an engine configured to produce an initial exhaust gas, a first exhaust pipe connected to the engine, a start catalyst connected to the first exhaust pipe and a second exhaust pipe connected to the start catalyst. The system also includes a bypass exhaust pipe connected to the first exhaust pipe and the second exhaust pipe and a valve positioned at one end of the bypass exhaust pipe and configured to move between a closed position and an open position for directing the initial exhaust gas to the start catalyst and/or the bypass exhaust pipe. The system includes an electronic control unit that is used to control the first valve to be in the closed position or the open position based on an estimated temperature of the start catalyst.

Claims

1. A system for improving fuel economy of a vehicle, the system comprising:

an engine having a plurality of cylinders and an output manifold coupled to the plurality of cylinders, the engine configured to produce an initial exhaust gas;

a first exhaust pipe having a first end connected to the output manifold and a second end, the first exhaust pipe defining a first inner diameter;

a start catalyst having an output and an input connected to the second end of the first exhaust pipe;

a second exhaust pipe having a first end connected to the output of the start catalyst and a second end;

a bypass exhaust pipe having a first end connected to the first exhaust pipe and a second end connected to the second exhaust pipe, the bypass exhaust pipe defining a third inner diameter that is the same or larger than the first inner diameter of the first exhaust pipe;

an underfloor catalyst having an output and an input connected to the second end of the second exhaust pipe;

a first valve positioned at the first end of the bypass exhaust pipe and configured to move between a partially open position, a closed position and an open position for directing the initial exhaust gas to the start catalyst, the bypass exhaust pipe or both;

an engine speed sensor configured to determine a speed of the engine;

a load sensor configured to determine an amount of torque being output by the engine;

a vehicle speed sensor configured to determine a speed of the vehicle; and

an electronic control unit configured to estimate a temperature of the start catalyst and a temperature of the underfloor catalyst based on the speed of the engine, the amount of torque being output by the engine, and the speed of the vehicle and control a movement of the first valve between the partially open position, the closed position and the open position based on the estimated temperature of the start catalyst and the estimated temperature of the underfloor catalyst.

2. The system of claim 1 further comprising an air-fuel sensor, positioned within the first exhaust pipe, for monitoring an output performance of the engine and transmitting a signal representing the output performance to the electronic control unit.

3. The system of claim 1 further comprising an oxygen sensor, positioned within the second exhaust pipe, for monitoring a performance of the start catalyst and transmitting a signal representing the performance to the electronic control unit.

4. The system of claim 1 further comprising a second valve positioned at the second end of the bypass exhaust pipe and configured to move between a closed position and an open position for directing the initial exhaust gas to the start catalyst or the bypass exhaust pipe.

5. The system of claim 1 further comprising a temperature sensor coupled to the start catalyst and configured to estimate or determine the temperature of the start catalyst.

6. The system of claim 1 wherein the second exhaust pipe defines a second inner diameter that is substantially the same as the first inner diameter.

7. The system of claim 1 wherein the electronic control unit is further configured to control the first valve to open when the estimated temperature of the start catalyst is equal to or above a predetermined high temperature, which is below a maximum operating temperature of the start catalyst.

8. The system of claim 1 wherein the electronic control unit is further configured to control the first valve to close when the estimated temperature of the start catalyst is equal to or below a predetermined high temperature, which is below a maximum operating temperature of the start catalyst.

9. The system of claim 1 wherein the electronic control unit is further configured to maintain the estimated temperature of the start catalyst within a first temperature range and the estimated temperature of the underfloor catalyst within a second temperature range, the first temperature range being at a higher temperature range than the second temperature range.

10. The system of claim 1 wherein the electronic control unit is further configured to control the first valve to be partially open to direct the initial exhaust gas to both the start catalyst and the underfloor catalyst to allow the underfloor catalyst to heat up to efficient operating temperatures and to allow a portion of the initial exhaust gas to pass through the start catalyst.

11. The system of claim 1 wherein the first exhaust pipe has a first length, the second exhaust pipe has a second length and the bypass exhaust pipe has a third length which is greater than a sum of the first length and the second length.

12. A system for reducing aging of a start catalyst of a vehicle, the system comprising:

an engine configured to produce an initial exhaust gas;

a first exhaust pipe having a first end for receiving the initial exhaust gas and a second end, the first exhaust pipe defining a first diameter;

a start catalyst having an input connected to the second end of the first exhaust pipe and an output;

a second exhaust pipe having a first end connected to the output of the start catalyst and a second end, the second exhaust pipe defining a second diameter;

a bypass exhaust pipe having a first end connected to the first exhaust pipe and a second end connected to the second exhaust pipe, the bypass exhaust pipe defining a third diameter that is the same or larger than the first diameter of the first exhaust pipe and that is the same or larger than the second diameter of the second exhaust pipe;

an underfloor catalyst having an output and an input connected to the second end of the second exhaust pipe;

a valve positioned at the first end of the bypass exhaust pipe and configured to move between a partially open position, a closed position and an open position for directing the initial exhaust gas to the start catalyst, the bypass exhaust pipe or both;

an engine speed sensor configured to determine a speed of the engine;

a load sensor configured to determine an amount of torque being output by the engine; and

an electronic control unit configured to estimate a temperature of the start catalyst and a temperature of the underfloor catalyst based on the speed of the engine and the amount of torque being output by the engine and control a movement of the valve between the partially open position, the closed position and the open position based on the estimated temperature of the start catalyst and the estimated temperature of the underfloor catalyst to maintain the estimated temperature of the start catalyst within a first temperature range and the estimated temperature of the underfloor catalyst within a second temperature range.

13. The system of claim 12 further comprising a vehicle speed sensor configured to determine a speed of the vehicle, and wherein the electronic control unit is further configured to estimate the temperature of the start catalyst based on the speed of the vehicle.

14. The system of claim 13 wherein the first temperature range is different from the second temperature range.

15. The system of claim 12 wherein the second diameter is substantially the same as the first diameter.

16. The system of claim 12 wherein the electronic control unit is further configured to control the valve to open when the estimated temperature is equal to or above a predetermined high temperature, which is below a maximum operating temperature of the start catalyst.

17. The system of claim 12 wherein the electronic control unit is further configured to control the valve to close when the estimated temperature is equal to or below a predetermined high temperature, which is below a maximum operating temperature of the start catalyst.

18. The system of claim 12 wherein the electronic control unit controls the valve to be partially open to direct the initial exhaust gas to both the start catalyst and the underfloor catalyst to allow the underfloor catalyst to heat up to efficient operating temperatures and to allow a portion of the initial exhaust gas to pass through the start catalyst.

19. The system of claim 12 wherein the first exhaust pipe has a first length, the second exhaust pipe has a second length and the bypass exhaust pipe has a third length which is greater than a sum of the first length and the second length.