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WO2019046182A1 - Diagnostics et pronostics intrusifs utilisant une gestion de rendement de cycle - Google Patents

Diagnostics et pronostics intrusifs utilisant une gestion de rendement de cycle Download PDF

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Publication number
WO2019046182A1
WO2019046182A1 PCT/US2018/048120 US2018048120W WO2019046182A1 WO 2019046182 A1 WO2019046182 A1 WO 2019046182A1 US 2018048120 W US2018048120 W US 2018048120W WO 2019046182 A1 WO2019046182 A1 WO 2019046182A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
information
circuit
goal
structured
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2018/048120
Other languages
English (en)
Inventor
Apurva Arvind CHUNODKAR
Pinak Jayant TULPULE
Michael Haas
Vivek Anand Sujan
Kenneth M. FOLLEN
Patrick J. Shook
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Cummins Inc
Original Assignee
Cummins Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cummins Inc filed Critical Cummins Inc
Publication of WO2019046182A1 publication Critical patent/WO2019046182A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/103—Oxidation catalysts for HC and CO only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
    • F01N3/106—Auxiliary oxidation catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0412—Methods of control or diagnosing using pre-calibrated maps, tables or charts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0414—Methods of control or diagnosing using a state observer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/10—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/12—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle exterior
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present disclosure relates to cycle efficiency management (CEM), and more specifically to intrusive diagnostics and prognostics using CEM.
  • CEM Cycle efficiency management
  • a CEM system can control powertrain components including an engine, transmission, accessories, final drive, and wheels to optimize fuel economy.
  • a CEM system can also provide an operator of the vehicle with information regarding anticipated and currently desired operation behavior.
  • CEM systems can help users reduce fuel consumption during a drive cycle or over the course of a mission or assignment, optimize parameters based on a set of new physics (e.g., vehicle speed), manage acceleration and available power, and intelligently make powertrain control decisions based on an improved awareness of the environment.
  • the apparatus includes an internal information circuit, a static information circuit, a dynamic information circuit, an aftertreatment system goal determination circuit, and a powertrain configuration circuit.
  • the internal information circuit is structured to receive internal information of a vehicle.
  • the static information circuit is structured to receive static information external to the vehicle.
  • the dynamic information circuit is structured to receive dynamic information external to the vehicle.
  • the aftertreatment system goal determination circuit is structured to determine a goal for an aftertreatment system of the vehicle based on at least one of the internal information, the static information, and the dynamic information.
  • the powertrain configuration circuit is structured to configure a powertrain component of the vehicle to achieve the goal.
  • Another embodiment relates to a method.
  • the method includes receiving, by a processing circuit, internal information of a vehicle; receiving, by the processing circuit, static information external to the vehicle; receiving, by the processing circuit, dynamic information external to the vehicle; determining, by the processing circuit, a goal for an aftertreatment system of the vehicle based on at least one of the internal information, the static information, and the dynamic information; and configuring, by the processing circuit, a powertrain component of the vehicle to achieve the goal.
  • the system includes a controller structured to receive internal information of a vehicle, receive static information external to the vehicle; receive dynamic information external to the vehicle; determine a goal for an aftertreatment system of the vehicle based on at least one of the internal information, the static information, and the dynamic information; and configure a powertrain component of the vehicle to achieve the goal.
  • FIG. 1 is a block diagram of subsystems of a vehicle including a cycle efficiency management (CEM) system, according to an example embodiment.
  • CEM cycle efficiency management
  • FIG. 2 is a schematic diagram of an intelligent transportation system, according to an example embodiment.
  • FIG. 3 is a schematic diagram of an aftertreatment system, according to an example embodiment.
  • FIG. 4 is a schematic diagram of the CEM of FIG. 1, according to an example embodiment.
  • FIG. 5 is a graph showing engine motoring events and a NOx sensor diagnostic signature, according to an example embodiment.
  • FIG. 6 is a graph showing engine out NOx levels with dynamic reference and without dynamic reference, according to an example embodiment.
  • FIG. 7 is a flow diagram of a method for intrusive diagnostics and prognostics using CEM, according to an example embodiment.
  • a controller may be communicably coupled with one or more external data provision and collection sources (e.g., a telematics system provider, another vehicle via a Vehicle-to- Vehicle network, a Vehicle-to-X network), such that the controller may receive data and have a knowledge of one or more upcoming conditions of the vehicle. Based on these conditions, the CEM may determine a goal for aftertreatment system diagnostics and/or prognostics. Based on the determined goal, the CEM may
  • the CEM system can receive improved quality of sensed inputs or new inputs required by diagnostics, create better operating conditions for running key diagnostics, perform fault isolation tests in-mission to narrow down a root cause of component or system failure indicated by onboard diagnostics (OBD), and predict imminent system or component failures (e.g., prognostics).
  • OBD onboard diagnostics
  • FIG. 1 a block diagram of an engine system 100 on which cycle efficiency management (CEM) 110 is implemented is shown according to an example embodiment.
  • the engine system 100 may work on a vehicle.
  • the vehicle may be any type of passenger or commercial automobile, such as a car, truck, sport utility vehicle, cross-over vehicle, van, minivan, automobile, tractor, and so on.
  • the CEM 110 is configured to optimize fuel economy of the vehicle over its drive cycles by using input from powertrain components (e.g., including engine 121, transmission 122, final drive 123), an operator of the vehicle (e.g., through HMI 124 and throttle pedal 126), GPS/RLM 125, and various sensors (e.g., wind speed & miscellaneous sensor 127).
  • powertrain or powertrain system refers to the components that provide the power to propel the vehicle, including the engine 121, transmission 122, final drive 124, drive/propeller shaft, differentials (not shown in the present figure), and so on.
  • the engine 121 combusts fuel to generate mechanical power to rotate a crankshaft.
  • the transmission 122 receives the rotating crankshaft and manipulates the engine speed (i.e., the rotation of the crankshaft) to control a rotation speed of the drive/propeller shaft, which is also coupled to the transmission 122.
  • the rotating drive shaft is received by a differential, which transmits the rotational power to a final drive 123 (e.g., wheels) to effect a movement of the vehicle.
  • Types of input received by the CEM 110 include mission parameters such as route information, gross vehicle weight (GVW), and target time from the GPS/RLM 125, environment information such as wind speed, humidity, temperature, etc. from the wind speed and miscellaneous sensors 127, and driver decisions such as gas pedal position of the throttle pedal 126 and gear from the HMI 124.
  • the GPS/RLM 125 can receive information to determine coordinate positioning and/or supply data in advance of an operation or forthcoming positions or in real-time as the vehicle is operated and rout traversed. Alternate embodiments provide for road terrain data to be maintained in computer storage and downloaded to the CEM 110 prior to the start of a trip or transmitted wirelessly over-the-air at any time, for example, by using cellular technology.
  • the positioning information provided by the GPS/RLM 125 can be used to determine where the vehicle is on a route, the current road condition, and to predict future road conditions and related engine speed and fueling requirements.
  • the HMI 124 enables the operator of the vehicle to communicate with the vehicle and the CEM 110.
  • the HMI 124 may include, but is not limited, an interactive display (e.g., a touchscreen), an accelerator pedal, a clutch pedal, a shifter for the transmission, a cruise control input setting, etc. Via the HMI 124, the operator can designate preferred characteristics of one or more vehicle parameters.
  • the CEM 110 can make intelligent decisions to help optimize operation of the powertrain.
  • the CEM 110 outputs instructions to various control modules of the vehicle, including engine management 131, transmission management 132, final drive management 133, operator management 134, and road load management 135.
  • Types of output from the CEM 110 include fuel burn to engine management 131, vehicle speed and vehicle acceleration to transmission management 132 and final drive management 133.
  • These managements 131 through 133 may actively manipulate the vehicle speed profile to reduce fuel consumption over the mission, and manage available power based on estimated power demand to reduce excess fuel burn.
  • the CEM 110 uses improved knowledge of vehicle and mission parameters to more intelligently control parasitic devices for reduced fuel consumption.
  • the CEM 110 can also provide the operator with anticipated and currently desired vehicle operation behavior to help the operator make strategic decisions about mission parameters for reduced fuel consumption (e.g., vehicle cruise setpoint, fuel refill recommendation,).
  • the CEM 110 may use the HMI 124 to guide the operator for appropriate vehicle speed/power targets, as well as transmission gear selection targets.
  • the CEM 110 can perform a supervisory role in connection with vehicle operation and instruct the vehicle operator with recommendation via the HMI 124.
  • the CEM 110 may perform a supervisory function by determining whether down-shifting, no-shifting, or up-shifting the transmission from its current gear will yield a more fuel efficient solution in the long run.
  • the engine 121 By down-shifting the transmission, the engine 121 operates at a higher speed while producing the same amount of driveshaft power.
  • the higher engine speed in the down-shifted mode may place the engine 121 at an operating point of low efficiency. This low efficiency will cause more fuel to be used in producing the same amount of power. This excess fuel energy will go toward generating heat that will cause an increase in the system temperature.
  • the same concept can be used to create an up-shift event to potentially place the engine at a more efficient operating condition, thereby reducing the amount of fuel energy used in generating heat.
  • the system operating temperature of the engine system can be controlled.
  • the CEM 110 determines whether to recommend changing to or maintaining a low efficiency operation, for example, by recommending, to the operator via the HMI 124 to increase the engine speed via a down shift operation.
  • the recommendation can be provided as a visual indicator on a display, such as a touch screen display, that is visible to the vehicle operator, and/or audibly indicated over a speaker or earphones in the vehicle cockpit.
  • the CEM 110 also instructs advanced diagnostics 140 and aftertreatment system management 150.
  • the advanced diagnostic 140 may be configured as any type of on-board detection system (e.g., OBD II, OBD I, EOBD, JOBD).
  • the advanced diagnostics 140 may be any type of diagnostic and prognostic system included with vehicles.
  • the advanced diagnostics 140 may be communicably coupled to one or more sensors, physical or virtual, positioned throughout the vehicle such that the advanced diagnostics 140 may receive data indicative of one or more fault conditions, potential symptoms, operating conditions to determine a status of a component (e.g., healthy, problematic, malfunctioning).
  • the aftertreatment system management 150 is configured to manage the operation of an aftertreatment system of the vehicle. The structure of the aftertreatment system will be discussed in detail with reference to FIG. 3.
  • the components of the engine system 100 communicate with the CEM 110 or one another via a wired connection, which may be a serial cable, a CAT5 cable, or any other form of wired connection.
  • the components of engine system 100 are connected to a vehicle network such as a control area network (CAN) or a manufacturer proprietary network.
  • CAN control area network
  • Each of the components is structured to transmit and/or receive data (e.g., instructions, commands, signals, values) to/from one or more of other components shown in FIG. 1.
  • data e.g., instructions, commands, signals, values
  • the intelligent transportation system (ITS) 200 is structured to provide an environment that facilitates and allows the exchange of information or data (e.g., communications) between a vehicle and one or more other components or sources.
  • the ITS 200 may include telematics systems that facilitate the acquisition and transmission of data acquired regarding the operation of the vehicle.
  • the ITS 200 includes a vehicle 210 communicably coupled via a network 202 to each of an external static information source 220 and an external dynamic information source 230, a component or system outside of the vehicle 210.
  • the engine system 100 of FIG. 1 can be implemented on the vehicle 210.
  • the information/data may be stored inside or outside of the vehicle 210.
  • the network 202 may be any type of communication protocol that facilitates the exchange of information between and among the vehicle 210 and the external static and dynamic information sources 220 and 230.
  • the network 202 may communicably couple the vehicle 210 with each of the external static and dynamic information sources 220 and 230.
  • the network 202 may be configured as a wireless network.
  • the vehicle 210 may wirelessly transmit and receive data from at least one of the external static and dynamic information sources 220 and 230.
  • the wireless network may be any type of wireless network, such as Wi-Fi, WiMax, Geographical Information System (GIS), Internet, Radio, Bluetooth, Zigbee, satellite, radio, Cellular, Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Long Term Evolution (LTE), light signaling, etc.
  • the network 202 may be configured as a wired network or a combination of wired and wireless protocol.
  • the CEM 110 of the vehicle 210 may electrically, communicably, and/or operatively couple via fiber optic cable to the network 202 to selectively transmit and receive data wirelessly to and from at least one of the external static and dynamic information sources 220 and 230.
  • the external static information source 220 may be any information (e.g., data, value) provider capable of providing external static information, where external static information refers to information or data that may vary as a function of position (e.g., the grade of the road may vary along a route) but is substantially unchanging with respect to time.
  • information e.g., data, value
  • external static information refers to information or data that may vary as a function of position (e.g., the grade of the road may vary along a route) but is substantially unchanging with respect to time.
  • the external static information source 220 may include one or more map based databases 222, where the map based database 222 includes static information (i.e., map data) including, but not limited to, road grade data (e.g., the road grade at various spots along various routes), speed limit data (e.g., posted speed limits in various road locations), elevation or altitude data at various points along a route, curvature data at various points along a route, location of intersections along a route, etc.
  • road grade data e.g., the road grade at various spots along various routes
  • speed limit data e.g., posted speed limits in various road locations
  • elevation or altitude data at various points along a route
  • curvature data at various points along a route, location of intersections along a route, etc.
  • the present disclosure contemplates other sources of external static information (e.g., a global positioning system satellite that provides latitude, longitude, and/or elevation data), such that the database configuration is not meant to be limiting or intended to be the only type
  • the external dynamic information source 230 may be any external dynamic information (e.g., data, value) provider, where external dynamic information refers to information or data that may vary as a function of both time and location (e.g.,
  • the external dynamic information source 230 may include any source capable of providing the external dynamic information.
  • the external dynamic information source 230 may include vehicle-to- vehicle 232 communications.
  • the vehicle 210 may communicate with one or more other vehicles directly (e.g., via NFC) to obtain data regarding one or more upcoming conditions for the vehicle 210.
  • the external dynamic information source 230 may include a vehicle-to-X 234 configuration, where the "X" refers to any remote information providing source.
  • the remote information providing source may include one or more servers, computers, mobile devices, etc.
  • the external dynamic information may include, but is not limited to, a traffic density at a particular location at a particular time, a weather condition at a particular location at a particular time, etc.
  • the present disclosure contemplates other sources of external dynamic information sources, such that the depicted examples are not meant to be limiting or intended to be the only type of dynamic information source contemplated.
  • the internal vehicle information 214 may include, but is not limited to, information from the powertrain (e.g., including engine 121, transmission 122, final drive 123), HMI 124, GPS/RLM 125, throttle pedal 126, wind speed and miscellaneous sensor 127, advanced diagnostics 140, and aftertreatment system management 150.
  • the internal information 214 may include, but is not limited to, the vehicle speed, the current transmission gear/setting, the load on the vehicle/engine, the throttle position, a set cruise control speed, data relating to the exhaust aftertreatment system, output power, engine speed, fluid consumption rate (e.g., fuel consumption rate, diesel exhaust fluid consumption rate), any received engine/vehicle faults (e.g., a fault code indicating a low amount of diesel exhaust fluid), engine operating characteristics (e.g., whether all the cylinders are activated or which cylinders are deactivated), and so on.
  • fluid consumption rate e.g., fuel consumption rate, diesel exhaust fluid consumption rate
  • any received engine/vehicle faults e.g., a fault code indicating a low amount of diesel exhaust fluid
  • engine operating characteristics e.g., whether all the cylinders are activated or which cylinders are deactivated
  • Data relating to the exhaust aftertreatment system includes, but is not limited to, NOx emissions, particulate matter emissions, and conversion efficiency of one or more catalysts in the system (e.g., the selective catalytic reduction catalyst).
  • the internal vehicle information 214 may be stored and selectively transmitted to one or more desired sources (e.g., another vehicle such as in a vehicle-to-vehicle communication session, a remote operator).
  • FIG. 3 a schematic diagram of an aftertreatment system 300 is shown according to an example embodiment.
  • the aftertreatment system 300 is in fluid communication with an engine 301, which may correspond to the engine 121 of FIG. 1.
  • the aftertreatment system 300 receives the exhaust from the combustion process in the engine 301 and reduces the emissions from the engine 301 to less environmentally harmful emissions (e.g., reduce the NOx amount, reduce the emitted particulate matter amount).
  • the aftertreatment system 300 may include any component used to reduce diesel exhaust emissions, such as a selective catalytic reduction catalyst (SCR) 307, a diesel oxidation catalyst (DOC) 303, a diesel particulate filter (DPF) 304, a diesel exhaust fluid (DEF) doser 306 with a supply of diesel exhaust fluid, an ammonia slip catalyst (ASC) 308, and a plurality of sensors for monitoring the engine 301 (e.g., NOx sensors 302 and 309).
  • SCR selective catalytic reduction catalyst
  • DOC diesel oxidation catalyst
  • DPF diesel particulate filter
  • DEF diesel exhaust fluid
  • ASC ammonia slip catalyst
  • active particulate filter regeneration can serve in part as a regeneration event for the catalytic device(s) and particulate filter(s) to remove urea deposits and to desorb hydrocarbons.
  • the particulate filter(s) e.g., DPF 304
  • active particulate filter regeneration can serve in part as a regeneration event for the catalytic device(s) and particulate filter(s) to remove urea deposits and to desorb hydrocarbons.
  • aftertreatment system 300 does not include particulate filter(s) but only catalytic device(s) and there are no active particulate filter regeneration events.
  • An example aftertreatment system with particulate filtration is shown in FIG. 3 for illustration only but not for limitation.
  • Components in the aftertreatment system 300 can be arranged in any suitable manner.
  • the DOC 303 is disposed upstream of the DPF 304, which is disposed upstream of the SCR 307, which is disposed upstream of the ASC 308.
  • the DEF 306 is disposed between the DPF 304 and the SCR 307.
  • the DOC 303 may include, for example, palladium, platinum and/or aluminum oxide which serves as catalysts to oxidize the hydrocarbons and carbon monoxide with oxygen to form carbon dioxide and water.
  • the DPF 304 can remove diesel particulate matter or soot from the exhaust gas of the engine 301.
  • the SCR 307 may include a reduction catalyst that facilitates conversion of NOx to N 2 by a reductant.
  • the SCR 307 includes a vanadia catalyst.
  • the SCR 307 includes zeolite, base metals, and/or any other suitable type of reduction catalyst.
  • the reductant used to convert NOx to N 2 includes, for example, hydrocarbon, ammonia, urea, diesel exhaust fluid (DEF), or any suitable reductant.
  • the reductant may be injected into the exhaust flow path by the DEF 306 in liquid and/or gaseous form, such as aqueous solutions of urea, ammonia, anhydrous ammonia, or other reductants suitable for SCR operations.
  • the ASC 308 is used downstream of the SCR 307 to reduce the ammonia slip.
  • the upstream NOx sensor 302 is configured to monitor the NOx emissions from the engine (also known as engine out NOx (EONOx)).
  • the downstream NOx sensor 309 is configured to monitor the NOx emissions from the tailpipe (also known as system out NOx (SONOx)). Conversion efficiency is described as the efficiency with which an aftertreatment device can convert NOx into other constituents. In one example
  • the measured values of NOx entering and exiting the aftertreatment system 300 can be utilized to determine a conversion efficiency of the aftertreatment system 300 using the following:
  • NOx conversion efficiency (EONOx— SONOx) /EONOx
  • the NOx conversion efficiency provides an indication of the efficacy of the aftertreatment system 300. For example, a relatively higher conversion efficiency indicates that a substantial amount of the NOx present in the exhaust stream is being reduced to nitrogen and other less pollutant compounds. However, a relatively lower conversion efficiency indicates that the NOx in the exhaust gas stream is substantially not being converted to nitrogen and other less pollutant compounds.
  • FIG. 4 the structure of a CEM 400 is shown according to one example embodiment.
  • the CEM 400 may correspond to the CEM 110 of FIG. 1.
  • the CEM 400 is shown to include a processor 401 and memory 402.
  • the processor 401 may be implemented as a general-purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital signal processor (DSP), a group of processing components, or other suitable electronic processing components.
  • the memory 402 e.g., NVRAM, RAM, ROM, Flash Memory, hard disk storage
  • the memory 402 may store data and/or computer code for facilitating the various processes described herein.
  • the memory 402 may provide computer code or instructions to the CEM 400 for executing the processes described herein.
  • the memory 402 may be or include tangible, non-transient volatile memory or non-volatile memory.
  • the memory 402 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.
  • the CEM 400 is shown to include various circuits for completing the activities described herein.
  • the circuits of the CEM 400 may utilize the processor 401 and/or memory 402 to accomplish, perform, or otherwise implement various actions described herein with respect to each particular circuit. In this
  • the processor 401 and/or memory 402 may be considered to be shared components across each circuit.
  • the circuits may include their own dedicated processing circuit having a processor and a memory device.
  • the circuit may be structured as an integrated circuit or an otherwise integrated processing component.
  • the activities and functionalities of circuits may be embodied in the memory 402, or combined in multiple circuits, or as a single circuit.
  • the ECM 400 may include any number of circuits for completing the functions and activities described herein. For example, the activities of multiple circuits may be combined as a single circuit, as an additional circuit(s) with additional functionality, etc.
  • Certain operations of the CEM 400 described herein include operations to interpret and/or to determine one or more parameters.
  • Interpreting or determining, as utilized herein includes receiving values by any method known in the art, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g. a voltage, frequency, current, or PWM signal) indicative of the value, receiving a computer generated parameter indicative of the value, reading the value from a memory location on a non-transient computer readable storage medium, receiving the value as a run-time parameter by any means known in the art, and/or by receiving a value by which the interpreted parameter can be calculated, and/or by referencing a default value that is interpreted to be the parameter value.
  • an electronic signal e.g. a voltage, frequency, current, or PWM signal
  • the CEM 400 includes an internal information circuit 403, a static information circuit 404, a dynamic information circuit 405, an aftertreatment system goal determination circuit 406, and a powertrain configuration circuit 407 for completing the activities described herein.
  • the internal information circuit 403 is structured to receive, gather, and/or acquire internal vehicle information 420.
  • the internal information circuit 403 includes one or more data acquisition devices within the vehicle, such as the advanced diagnostics 140 that facilitate acquisition of the internal vehicle information 420.
  • the internal information circuit 403 includes communication circuitry for facilitating reception of the internal vehicle information 420.
  • the internal information circuit 403 includes machine-readable content for receiving and storing the internal information.
  • the internal information circuit 403 includes any combination of data acquisition devices, communication circuitry, and machine readable content.
  • the internal information may include any type of internal information regarding the vehicle and from the vehicle itself (e.g., a vehicle speed, a load on the vehicle, a torque output, a transmission setting, an engine temperature, one or more fault codes or a history of fault codes).
  • the internal information circuit 403 is structured to provide the acquired and/or gathered internal information to the aftertreatment system goal determination circuit 406.
  • the static information circuit 404 is structured to receive, gather, and/or acquire external static information 430 from one or more external static information sources (e.g., the map database 222) and provide or transmit the external static information 430 to the aftertreatment system goal determination circuit 406.
  • the static information circuit 404 may also store the received external static information 430, where the storage
  • the static information circuit 404 may correlate various pieces of static information with frequently traveled routes for the vehicle in order to facilitate fast retrieval and use.
  • the external static information 430 may include any piece of information or data that is static in nature (e.g., unchanging with respect to location, such as the road grade at a various location).
  • the static information circuit 404 may include communication circuitry or other communication devices that facilitate the acquisition and reception of the external static information 430.
  • the static information circuit 404 may include machine readable content for facilitating the acquisition and reception of the external static information 430.
  • the static information circuit 404 may include communication circuitry or other communication devices that facilitate the acquisition and reception of the external static information 430.
  • 404 may include any combination of hardware (e.g., communication components) and machine-readable content.
  • the dynamic information circuit 405 is structured to receive, acquire, and/or gather external dynamic information 440 from one or more external dynamic information sources (e.g., a remote device, another vehicle, an infrastructure component).
  • the external dynamic information 440 may include any information or data that may change with respect to time and distance (e.g., the dynamic speed limits at construction sites).
  • the dynamic information circuit 405 is structured to transmit or provide the received external dynamic information 440 to the aftertreatment system goal determination circuit 406.
  • the dynamic information circuit 405 may include one or more configurability options that dictate how long various pieces of dynamic information are stored. For example, the dynamic speed limit may be measured at a certain rate at a certain time and location, which is stored by the dynamic information circuit 405.
  • the dynamic information circuit 405 may update the stored dynamic speed limit upon a manual update from the operator (e.g., a refresh input received via the HMI 124) and/or upon a configuration that dictates or defines how often the dynamic data is provided to the CEM 400. This may change as the vehicle is operated. Accordingly, the dynamic information circuit 405 is structured to update or trigger an update by sending an alert to the dynamic external information source in advance of the vehicle travelling a certain location. Like the static information circuit 404, the dynamic information circuit 405 may include communication circuitry (e.g., relays, wiring) or other communication devices that facilitate the acquisition and reception of the external dynamic information 440. In another embodiment, the dynamic information circuit 405 may include machine readable content for facilitating the acquisition and reception of the external static information 440. In yet another
  • the dynamic information circuit 405 may include any combination of hardware (e.g., communication components) and machine-readable content.
  • both pieces may be received by each respective circuit 404 and 405 in advance of the vehicle traveling a route or reaching a location. For example, if an operator designates a route for the vehicle, then the circuits 404 and 405 may provide requests to the external static and dynamic information sources to receive the data at various points along the route. The external dynamic information may be periodically updated to account for changing conditions. If the operator does not designate a route, the circuits 404 and 405, based on the current location and direction of travel of the vehicle, may utilize a relatively smaller window to request static and dynamic external information for locations/spots/positions that the vehicle is likely to encounter.
  • the circuits 404 and 405 can request dynamic and static external information for those two miles because the CEM 400 may determine that the vehicle must continue on this path.
  • the circuits 404 and 405 may employ a region or zone of interest for acquiring external static and dynamic information (e.g., a two square mile radius or any predefined radius about the vehicle).
  • the received data may then be correlated or associated with wherever the operator chooses to direct the vehicle within that two square mile zone of interest. This zone of interest may then move with the vehicle.
  • the present disclosure contemplates other techniques, methods, and strategies that may be used to control the frequency of external dynamic and static data providing based on location, such that all possible strategies are intended to fall within the spirit and scope of the present disclosure.
  • the aftertreatment system goal determination circuit 406 is structured to determine a goal for aftertreatment diagnostics based on at least one of internal vehicle information 420, external static information 430, and external dynamic information 440.
  • the powertrain configuration circuit 407 is structured to configure powertrain components based on the goal determined by the circuit 406. Various examples are discussed in detail below.
  • the aftertreatment system goal determination circuit 406 determines a goal of running aftertreatment diagnostics more frequently based on confidence in failure of the aftertreatment system.
  • the internal information circuit 403 will run aftertreatment diagnostics at a frequency that is inversely proportional to a confidence in failure of the aftertreatment system.
  • the powertrain configuration circuit 407 creates motoring events more frequently to enable more frequent aftertreatment diagnostics.
  • aftertreatment system 300 are prone to moisture damaging because the sensors rely upon an electrochemical or catalytic reaction to generate a current, the magnitude of which is indicative of the NOx concentration.
  • the diagnostic results of the sensors may show a "signature," as shown in FIG. 5.
  • the NOx sensor diagnostic signature is proximate to a failure threshold. Based on the signature, which indicates a likelihood of NOx sensor failure, the aftertreatment system goal determination circuit 406 determines to run the diagnostics more frequently.
  • motoring event refers to zero fueling condition.
  • the motoring may include, for example, driving the vehicle and then coasting it, or driving a vehicle on a dyno. In either situation, the engine 301 can motor based on kinetic energy of the crank and transmission rotating, and would quickly slow down.
  • fresh intake air flows through the engine 301, but no fuel is sprayed into the cylinders to be combusted.
  • Engine-out gases contain cooler air due to no combustion, but compression events and cylinder heat transfer still happen, as well as trace of NOx due leftover gases from previous combustion events.
  • the powertrain configuration circuit 407 instructs powertrain management (e.g., engine management 131, transmission management 132, final drive management 133) to dynamically recalibrate to create motoring events more frequently. Motoring events enable NOx sensor diagnostics to run more frequently and either increase or decrease confidence in sensor failure, which can be fed back to powertrain management references. In further embodiments, the powertrain configuration circuit 407 can disable coasting to enable greater motoring duration.
  • the aftertreatment system goal determination circuit 406 determines a goal of maintaining steady state operation of aftertreatment system for a period of time. The powertrain configuration circuit 407 creates dynamic powertrain references to maintain the steady state operation. Diagnostics need steady state operation, e.g., steady state engine-out NOx for an extended period of time.
  • the steady state period can be augmented through intrusive operation using powertrain controls.
  • the powertrain configuration circuit 407 dynamically changes powertrain reference such as cruise speed, gear request, to maintain a steady specified power demand on the engine.
  • the powertrain references are changed in response to predicted changes in route and environment to maintain engine power, torque or speed demand at a specified operating point so that a specific diagnostic such as NOx sensor diagnostic or SCR conversion efficiency diagnostic can run.
  • FIG. 6 shows the cruise speed reference with and without dynamic references and the engine-out NOx as a result of dynamic references comparing to no dynamic references.
  • the steady operation state can be the steady state for other parameters, such as aftertreatment temperature, exhaust flow, or the like. Predictive information can be used to set up references that smooth torque transients and thus avoiding poisoning the aftertreatment system and improving durability.
  • the aftertreatment system goal determination circuit 406 determines a goal of performing diagnostics on NOx sensors.
  • a motoring event refers to zero fueling condition.
  • fresh intake air flows through the engine 301, but no fuel is sprayed into the cylinders to be combusted.
  • Engine-out gases contain cooler air due to no combustion, but compression events and cylinder heat transfer still happen, as well as trace of NOx due leftover gases from previous combustion events.
  • the aftertreatment system goal determination circuit 406 predicts a motoring duration that is sufficient long for NOx sensor diagnostics based on the internal vehicle information, external static information, and external dynamic information received.
  • the powertrain configuration circuit 407 changes cruise speed, throttle pedal response, and/or selectively calibrates coasting management features to force the engine into motoring for the duration while satisfying the driver/mission demand.
  • coasting management features can be disabled to create more opportunities for motoring.
  • the method can be applied to EGR dP sensor diagnostics.
  • the aftertreatment system goal determination circuit 406 predicts a motoring duration that is sufficient long for EGR dP sensor diagnostics based on the internal vehicle information, external static information, and external dynamic information received.
  • the powertrain configuration circuit 407 changes cruise speed, throttle pedal response, and/or selectively calibrates coasting management features to force the engine into motoring for the duration while satisfying the driver/mission demand. Then the EGR valve is shut off, and the EGR dP sensor diagnostics are performed. In some
  • EGR valve during idle coasting, EGR valve is shut off and engine can be force to run at specific speed to support auto zero routine.
  • the aftertreatment system goal determination circuit 406 determines a goal of matching operating state of the aftertreatment system.
  • the powertrain configuration circuit 407 selects a route to match the operating state.
  • Each aftertreatment system may have different constraints because each may go through various conditions throughout the life of the system in addition to part-to-part variation due to manufacturing variability. This example can be used by a fleet operator to match routes/missions with available vehicles.
  • Information about a specific aftertreatment system can be tracked, such as urea consumption, number of regeneration events, temperature duty cycle, etc.
  • the aftertreatment system goal determination circuit 406 compiles these parameters as well as instantaneous data from sensors and diagnosis to determine operating state of the specific aftertreatment system, such as the constraints of the aftertreatment system.
  • the powertrain configuration circuit 407 selects matching route. For example, the route that matches constraints on aftertreatment operation can be selected, service with additional load can be postponed, the route that may create conditions to monitor potential failure can be selected, the route that supports de-greening system can be selected, the route that has specific altitudes constraints can be selected, and so on.
  • the powertrain configuration circuit 407 may consider road speed limit or traffic information for the planned route. For example, a route with at least one of the heavy cargo weight and high grades can be selected to maintain higher temperature in the aftertreatment system. Or, a route can be selected which is capable of maintaining high temperatures for cleaning out the aftertreatment system.
  • the aftertreatment system goal determination circuit 406 determines a goal of creating a NOx spike.
  • the powertrain configuration circuit 407 creates a gear shift event. During each gear shift event for automated manual transmission (AMT) and manual transmission (MT), the engine experiences a process of decelerating, idling, and then accelerating for speed matching. In each of these steps, a sudden change in EGR fresh air quantity causes a NOx spike.
  • the NOx spike can be utilized in performing engine-out NOx sensor diagnosis and SCR system diagnosis. If the SCR is loaded with urea, then EONOx and SONOx values can be compared in order to diagnose the SCR.
  • the repeated nature of NOx spikes during each gear shift event and thus repeated SCR diagnosis can track a progression of SCR system health.
  • the aftertreatment system goal determination circuit 406 sets a shift event duration to effectively control the NOx magnitude and duration and to create the opportunity to run specific diagnosis during the shift event.
  • the powertrain configuration circuit 407 then creates a shift event with the sufficient duration by configuring the operations of the engine and the transmission.
  • the method can be used to create periodic changes in EONOx levels.
  • the EONOx sensor can be diagnosed by comparing the actual sensor output with a predicted output from a virtual sensor at various operating points. If the SCR is loaded with urea, then EONOx and SONOx values can be compared to diagnose the SCR performance.
  • the aftertreatment system goal determination circuit 406 determines a goal of creating periodic changes in EONOx levels. Accordingly, the powertrain configuration circuit 407 changes gear shift references, vehicle acceleration limits, engine power limits, engine torque limits, etc. to cause periodic changes in the EONOx level.
  • the CEM 400 may optionally include an operation optimization circuit 408 structured to optimize the vehicle operation according to the powertrain configuration set by the powertrain configuration circuit 407.
  • an operation optimization circuit 408 structured to optimize the vehicle operation according to the powertrain configuration set by the powertrain configuration circuit 407.
  • diagnostics such as SCR conversion efficiency, NOx sensor diagnostics
  • the operation optimization circuit 408 provides transient references from current operating condition to desired operating condition so as to optimize a combination of metrics, such as but not limited to, engine efficiency, fuel efficiency, time required for transient operation.
  • the fifth example describes a method to periodically change EONOx levels to diagnose either NOx sensor or SCR.
  • the operation optimization circuit 408 can set up gear shift, acceleration/power/torque limit references to optimize fuel efficiency during transient operation between different EONOx sensor levels.
  • Method 700 may be implemented with the CEM of 110 of FIG. 1 or CEM 400 of FIG. 4.
  • the internal information may include any type of internal information regarding the vehicle and from the vehicle itself (e.g., a vehicle speed, a load on the vehicle, a torque output, a
  • external static information is received.
  • the external static information may be received from one or more external static information sources (e.g., the map database 222).
  • the external static information may include any piece of information or data that is static in nature (e.g., unchanging with respect to location, such as the road grade at a various location).
  • external dynamic information is received.
  • the external dynamic information can be received from one or more external dynamic information sources (e.g., a remote device, another vehicle, an infrastructure component).
  • the external dynamic information may include any information or data that may change with respect to time and distance (e.g., the dynamic speed limits at construction sites).
  • a goal is determined for aftertreatment system based on at least one of the internal vehicle information, external static information, and external dynamic information.
  • powertrain components are configured based on the goal determined at operation 708.
  • the goal determined at operation 708 is running aftertreatment diagnostics more frequently based on confidence in failure of the aftertreatment system.
  • the powertrain components are configured to create motoring events more frequently to enable more frequent aftertreatment diagnostics.
  • the NOx sensors fail, the diagnostic results of the sensors may show a "signature," as shown in FIG. 5.
  • the NOx sensor diagnostic signature is proximate to a failure threshold. Based on the signature, which indicates a likelihood of NOx sensor failure, a goal is determined to run the diagnostics more frequently.
  • motoring events are created more frequently.
  • fresh intake air flows through the engine 301, but no fuel is sprayed into the cylinders to be combusted.
  • Engine-out gases contain cooler air due to no combustion, but compression events and cylinder heat transfer still happen, as well as trace of NOx due leftover gases from previous combustion events.
  • the powertrain management e.g., engine management 131, transmission management 132, final drive management 133
  • Motoring events enable NOx sensor diagnostics to run more frequently and either increase or decrease confidence in sensor failure, which can be fed back to powertrain management references.
  • coasting is disabled to enable greater motoring duration.
  • the goal at operation 708 is maintaining steady state operation of aftertreatment system for a period of time.
  • dynamic powertrain references are created to maintain the steady state operation. Diagnostics need steady state operation, e.g., steady state engine-out NOx for an extended period of time.
  • the steady state period can be augmented through intrusive operation using powertrain controls.
  • the powertrain references such as cruise speed, gear request, are dynamically changed to maintain a steady specified power demand on the engine.
  • the powertrain references are changed in response to predicted changes in route and environment to maintain engine power, torque or speed demand at a specified operating point so that a specific diagnostic such as NOx sensor diagnostic or SCR conversion efficiency diagnostic can run.
  • the steady operation state can be the steady state for other parameters, such as aftertreatment temperature, exhaust flow, or the like.
  • Predictive information can be used to set up references that smooth torque transients and thus avoiding poisoning the aftertreatment system and improving durability.
  • the goal at operation 708 is performing diagnostics on NOx sensors.
  • motoring events are created with sufficient duration for NOx sensor diagnostics.
  • a motoring duration is predicted that is sufficient long for NOx sensor diagnostics based on the internal vehicle information, external static information, and external dynamic information received. Then cruise speed and/or throttle pedal response can be changed and/or coasting management features can be selectively calibrated to force the engine into motoring for the duration while satisfying the driver/mission demand. In some embodiments, coasting management features can be disabled to create more opportunities for motoring.
  • the method can be applied to EGR dP sensor diagnostics.
  • a motoring duration is predicted that is sufficient long for EGR dP sensor diagnostics based on the internal vehicle information, external static
  • cruise speed and/or throttle pedal response can be changed, and/or coasting management features can be selectively calibrated to force the engine into motoring for the duration while satisfying the driver/mission demand.
  • the EGR valve is shut off, and the EGR dP sensor diagnostics are performed.
  • EGR valve is shut off and engine can be force to run at specific speed to support auto zero routine.
  • the goal at operation 708 is matching operating state of the aftertreatment system.
  • a route is selected to match the operating state.
  • Each aftertreatment system may have different constraints because each may go through various conditions throughout the life of the system in addition to part-to-part variation due to manufacturing variability.
  • This example can be used by a fleet operator to match routes/missions with available vehicles.
  • Information about a specific aftertreatment system can be tracked, such as urea consumption, number of regeneration events, temperature duty cycle, etc.
  • these parameters are compiled as well as instantaneous data from sensors and diagnosis to determine operating state of the specific aftertreatment system, such as the constraints of the aftertreatment system. Based on the operating state of the system, a matching route is selected at operation 710.
  • the route that matches constraints on aftertreatment operation can be selected, service with additional load can be postponed, the route that may create conditions to monitor potential failure can be selected, the route that supports de-greening system can be selected, the route that has specific altitudes constraints can be selected, and so on.
  • the route that matches constraints on aftertreatment operation can be selected, service with additional load can be postponed, the route that may create conditions to monitor potential failure can be selected, the route that supports de-greening system can be selected, the route that has specific altitudes constraints can be selected, and so on.
  • road speed limit or traffic information can be considered for the planned route.
  • a route with at least one of the heavy cargo weight and high grades can be selected to maintain higher temperature in the aftertreatment system.
  • a route can be selected which is capable of maintaining high temperatures for cleaning out the aftertreatment system.
  • the goal at operation 708 is creating a NOx spike.
  • a gear shift event is created.
  • AMT automated manual transmission
  • MT manual transmission
  • the engine experiences a process of decelerating, idling, and then accelerating for speed matching.
  • a sudden change in EGR fresh air quantity causes a NOx spike.
  • the NOx spike can be utilized in performing engine-out NOx sensor diagnosis and SCR system diagnosis. If the SCR is loaded with urea, then EONOx and SONOx values can be compared in order to diagnose the SCR. Further, the repeated nature of NOx spikes during each gear shift event and thus repeated SCR diagnosis can track a progression of SCR system health.
  • a shift event duration is set at operation 708 to effectively control the NOx magnitude and duration and to create the opportunity to run specific diagnosis during the shift event. Then at operation 710 a shift event with the sufficient duration is created by configuring the operations of the engine and the transmission.
  • the method can be used to create periodic changes in EONOx levels.
  • the EONOx sensor can be diagnosed by comparing the actual sensor output with a predicted output from a virtual sensor at various operating points. If the SCR is loaded with urea, then EONOx and SONOx values can be compared to diagnose the SCR performance.
  • a goal at operation 708 is creating periodic changes in EONOx levels.
  • gear shift references are changed, such as, vehicle acceleration limits, engine power limits, engine torque limits, etc. to cause periodic changes in the EONOx level.
  • the method can include an operation of optimizing the vehicle operation according to the powertrain configuration set at operation 710.
  • transient references are provided from current operating condition to desired operating condition so as to optimize a combination of metrics, such as but not limited to, engine efficiency, fuel efficiency, time required for transient operation.
  • the fifth example describes a method to periodically change EONOx levels to diagnose either NOx sensor or SCR.
  • Gear shift, acceleration/power/torque limit references can be set up to optimize fuel efficiency during transient operation between different EONOx sensor levels.
  • circuits may be implemented as a hardware circuit comprising custom very- large-scale integration (VLSI) circuits or gate arrays, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components.
  • VLSI very- large-scale integration
  • a circuit may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.
  • circuits may also be implemented in machine-readable medium for execution by various types of processors, such as the controller 200 of FIG. 2.
  • An identified circuit of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified circuit need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit.
  • a circuit of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices.
  • operational data may be identified and illustrated herein within circuits, and may be embodied in any suitable form and organized within any suitable type of data structure.
  • the operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.
  • the computer readable medium (also referred to herein as machine-readable media or machine-readable content) may be a tangible computer readable storage medium storing the computer readable program code.
  • the computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing.
  • examples of the computer readable storage medium may include but are not limited to a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micromechanical storage device, or any suitable combination of the foregoing.
  • a computer readable storage medium may be any tangible medium that can contain, and/or store computer readable program code for use by and/or in connection with an instruction execution system, apparatus, or device.
  • Computer readable program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages.
  • object oriented programming language such as Java, Smalltalk, C++ or the like
  • conventional procedural programming languages such as the "C" programming language or similar programming languages.
  • the program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function/act specified in the schematic flowchart diagrams and/or schematic block diagrams block or blocks.

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Abstract

Dans cette présente invention, un appareil comprend un circuit d'informations interne structuré pour recevoir des informations internes d'un véhicule; un circuit d'informations statiques structuré pour recevoir des informations statiques externes au véhicule; un circuit d'informations dynamiques structuré pour recevoir des informations dynamiques externes au véhicule ; un circuit de détermination de but de système de post-traitement structuré pour déterminer un objectif pour un système de post-traitement du véhicule sur la base d'au moins l'une des informations internes, les informations statiques et les informations dynamiques; et un circuit de configuration de groupe motopropulseur structuré pour configurer un composant de groupe motopropulseur du véhicule pour atteindre le but.
PCT/US2018/048120 2017-08-28 2018-08-27 Diagnostics et pronostics intrusifs utilisant une gestion de rendement de cycle Ceased WO2019046182A1 (fr)

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US11760169B2 (en) 2020-08-20 2023-09-19 Denso International America, Inc. Particulate control systems and methods for olfaction sensors
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