Electric hybrid powertrain regeneration efficiency improvement

Patent metadata

Field	Value
Publication number	US-9534544-B2
Application number	US-201414228321-A
Country	US
Kind code	B2
Filing date	Mar 28, 2014
Priority date	Mar 28, 2014
Publication date	Jan 3, 2017
Grant date	Jan 3, 2017

Abstract

A method and system for increasing regenerative energy available during deceleration by reducing engine pumping losses. The method includes a controller that reduces fuel delivery to the engine and closes an engine throttle during deceleration. The controller identifies the maximum kinetic energy available during deceleration and opens an exhaust gas recirculation (EGR) valve and engine throttle as necessary to reduce a vacuum in an engine intake manifold, thus minimizing engine pumping losses and increasing regenerative energy available during deceleration while ensuring that a catalyst temperature is above a catalyst temperature threshold.

First claim

What is claimed is:

1. A method for increasing regenerative energy available during deceleration by reducing engine pumping losses, the method comprising:
reducing fuel delivery to an engine during deceleration;
closing an engine throttle during deceleration;
opening an exhaust gas recirculation (EGR) valve during deceleration to reduce a vacuum in an engine intake manifold during deceleration, thus minimizing engine pumping losses and increasing regenerative energy available during deceleration;
identifying an intake pressure at the engine intake manifold during deceleration after the EGR valve opens to determine if the intake pressure is above a determined manifold pressure target during deceleration;
identifying a catalyst temperature during deceleration after the EGR valve opens to determine if the catalyst temperature is above a catalyst temperature threshold during deceleration; and
opening the engine throttle and the EGR valve during deceleration to reduce the intake pressure below the manifold pressure target during deceleration if the intake pressure exceeds the manifold pressure target and the catalyst temperature is above the catalyst temperature threshold.

2. The method of claim 1 further comprising determining the manifold pressure target based on vehicle parameters stored in a controller.

3. The method of claim 1 , wherein the controller stores the manifold pressure target.

4. The method of claim 3 , wherein the controller determines if the intake pressure is above the stored determined manifold pressure target.

5. The method of claim 1 , wherein opening the engine throttle further comprises determining a throttle opening percentage and a throttle opening duration.

6. The method of claim 5 , wherein determining the throttle opening percentage and the throttle opening duration is based on vehicle parameters stored in a controller.

7. The method of claim 5 , wherein the controller stores an optimal throttle opening percentage and an optimal throttle opening duration.

8. The method of claim 1 , further comprising identifying maximum kinetic energy available during deceleration.

9. A method for increasing regenerative energy available during deceleration by reducing engine pumping losses, the method comprising:
performing fuel-cut operations including reducing fuel delivery to an engine during deceleration and closing an engine throttle during deceleration;
opening an exhaust gas recirculation (EGR) valve during deceleration to reduce a vacuum in an engine intake manifold, thus minimizing engine pumping losses and increasing regenerative energy available during deceleration;
determining if an intake pressure in the engine intake manifold is above a determined manifold pressure target after the EGR valve opens during deceleration;
determining if a catalyst temperature is above a catalyst temperature threshold during deceleration; and
if the intake pressure exceeds the manifold pressure target, opening the engine throttle and the EGR valve during deceleration to reduce the intake pressure below the manifold pressure target and maintain the catalyst temperature above the catalyst temperature threshold during deceleration.

10. The method of claim 9 , wherein performing fuel-cut operations includes detecting a fuel-cut status, the fuel-cut status determining whether fuel-cut is appropriate.

11. The method of claim 10 , wherein detecting a fuel-cut status includes determining if a brake is applied and determining if deceleration is required.

12. The method of claim 9 , further comprising determining if increasing regenerative energy is appropriate by:
determining amount of allowable regeneration energy;
determining regeneration energy capability; and
determining amount of available regeneration energy.

13. The method of claim 9 , wherein the catalyst temperature threshold is equal to a minimum catalyst temperature for operating a catalytic converter.

14. The method of claim 9 , wherein opening the engine throttle is determined by referencing a set of pre-determined tables stored in a controller, the values including a throttle open angle, an EGR valve open angle, and a maximum throttle opening duration.

15. The method of claim 9 , wherein opening the engine throttle is determined by referencing optimum values stored in a controller, the optimum values including an optimal throttle open angle, an optimal EGR valve open angle, and an optimal maximum throttle opening duration.

16. A system for increasing regenerative energy available during deceleration by reducing engine pumping losses, the system comprising:
a return manifold configured to direct exhaust gas from an engine exhaust manifold to an engine intake manifold during deceleration;
an EGR valve at the return manifold, the EGR valve configured to regulate flow of exhaust gas to the engine intake manifold from the engine exhaust manifold of an engine during deceleration; and
a controller configured to:
perform fuel-cut operations during deceleration including reducing fuel delivery to the engine during deceleration and closing an engine throttle during deceleration;
identify a maximum kinetic energy available during deceleration;
open the exhaust gas recirculation (EGR) valve during deceleration to reduce a vacuum in the engine intake manifold, thus minimizing engine pumping losses and increasing regenerative energy available during deceleration;
identify an intake pressure at the engine intake manifold during deceleration after the EGR valve opens to determine if the intake pressure is above a determined manifold pressure target during deceleration; and
identify a catalyst temperature during deceleration after the EGR valve opens to determine if the catalyst temperature is above a catalyst temperature threshold during deceleration; and
if the intake pressure exceeds the manifold pressure target and the catalyst temperature is above the catalyst temperature threshold, opening the engine throttle and the EGR valve during deceleration to reduce the intake pressure below the manifold pressure target during deceleration.

17. The system of claim 16 , wherein the throttle is configured to regulate fresh air flowing into the engine intake manifold.

18. The system of claim 17 , further comprising an exhaust gas temperature sensor, a mass airflow sensor, and a pressure sensor.

19. The system of claim 17 , wherein the controller comprises a memory, the memory configured to store optimum EGR values including an optimal throttle open angle, an optimal EGR valve open angle, and an optimal maximum throttle opening duration.

Assignees

• Denso Int America Inc
• Denso Corp

Inventors

• Huang Zhe
• Logan Jonathan
• Polcyn Nicholas
• Friery Blaise

Classifications

• F02D41/0005

  during deceleration · CPC title

• F02D41/123

  the fuel injection being cut-off · CPC title

• F02D2200/0802

  Temperature of the exhaust gas treatment apparatus · CPC title

• F02D2041/0017

  by simultaneous control of throttle and exhaust gas recirculation · CPC title

• F02D41/005

  according to engine operating conditions · CPC title