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WO2021025875A1 - Systèmes et procédés de commande adaptative de systèmes de post-traitement - Google Patents

Systèmes et procédés de commande adaptative de systèmes de post-traitement Download PDF

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Publication number
WO2021025875A1
WO2021025875A1 PCT/US2020/043469 US2020043469W WO2021025875A1 WO 2021025875 A1 WO2021025875 A1 WO 2021025875A1 US 2020043469 W US2020043469 W US 2020043469W WO 2021025875 A1 WO2021025875 A1 WO 2021025875A1
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WO
WIPO (PCT)
Prior art keywords
route
exhaust gas
controller
parameter
location
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/US2020/043469
Other languages
English (en)
Inventor
Nathan A. OTTINGER
Z. Gerald Liu
Yuanzhou XI
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 Emission Solutions Inc
Original Assignee
Cummins Emission Solutions 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 Emission Solutions Inc filed Critical Cummins Emission Solutions Inc
Publication of WO2021025875A1 publication Critical patent/WO2021025875A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • 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
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. by adjusting the dosing of reducing agent
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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
    • F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
    • 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
    • F01N2900/102—Travelling distance
    • 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
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • 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
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1812—Flow rate
    • 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
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1821—Injector parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • 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 generally to predictive management of an aftertreatment system included in a vehicle based on route parameters and weather conditions on the route on which the vehicle is traveling.
  • Exhaust aftertreatment systems are used to receive and treat exhaust gas generated by internal combustion engines.
  • exhaust gas aftertreatment systems comprise any of several different components to reduce the levels of harmful exhaust emissions present in exhaust gas.
  • certain exhaust gas aftertreatment systems for diesel-powered IC engines comprise a selective catalytic reduction (SCR) system, including a catalyst formulated to convert NOx (NO and NO2 in some fraction) into harmless nitrogen gas (N2) and water vapor (H2O) in the presence of ammonia (NH3).
  • SCR selective catalytic reduction
  • N2 harmless nitrogen gas
  • H2O water vapor
  • an exhaust reductant e.g., a diesel exhaust fluid such as urea
  • a diesel exhaust fluid such as urea
  • the reduction byproducts of the exhaust gas are then communicated to the catalyst included in the SCR system to decompose substantially all of the NOx gases into relatively harmless byproducts that are expelled out of the aftertreatment system.
  • Optimal operation of an aftertreatment system may depend upon a temperature of the aftertreatment system.
  • an amount of reductant used by the aftertreatment system for reducing components of the exhaust gas may be based on various parameters of the exhaust gas. Inefficient temperature control of the aftertreatment system and/or amount of reductant inserted into the aftertreatment system may lead to a decrease in fuel economy of the vehicle and/or excessive reductant consumption and/or undesired emissions.
  • Embodiments described herein relate generally to systems and methods for adaptive control of an aftertreatment system, and particularly, to controllers configured to determine route parameters and/or weather parameters at an upcoming location on a route of the vehicle, and adjust an amount of reductant inserted into an exhaust gas passing through the aftertreatment system and/or other parameters of the aftertreatment system based on the parameters at the upcoming location.
  • an aftertreatment system for use in a vehicle including an engine that generates an exhaust gas comprises: a selective catalytic reduction system configured to decompose constituents of the exhaust gas; a reductant insertion assembly configured to insert a reductant into the exhaust gas; and a controller operatively coupled to the reductant insertion assembly, the controller configured to: generate a route for the vehicle to travel from a present location of the vehicle to a final destination of the vehicle, determine a plurality of route parameters of the generated route, determine an estimated exhaust gas parameter of the exhaust gas that will be generated by the engine as the vehicle travels on the generated route based on the plurality of route parameters, determine a location on the route at which to execute an aftertreatment event based on the determined estimated exhaust gas parameter, and execute the aftertreatment event once the vehicle reaches the location.
  • the plurality of route parameters comprise at least one of a road grade of a road of the generated route, a curvature of the road at the location, or a speed limit.
  • the controller is further configured to: determine an expected load that will be exerted on the engine at each location along the generated route based on the determined plurality of route parameters, wherein the estimated exhaust gas parameter is determined based on the determined expected load.
  • the aftertreatment event comprises adjusting an amount of reductant inserted into the exhaust gas based on the estimated exhaust gas parameter at the location.
  • the aftertreatment event comprises at least one of a regeneration event, a deposit removal event, a selective catalytic reduction system desulfation event, or a diagnostic event based on the determined estimated exhaust gas parameter.
  • the controller is further configured to: in response to determining that the vehicle is deviating from the generated route, generate a new route for the vehicle; determine a plurality of new route parameters of the generated new route; determine the estimated exhaust gas parameter based on the plurality of new route parameters; determine a new location on the generated new route at which to execute the aftertreatment event based on the determined estimated exhaust gas parameter; and execute the aftertreatment event once the vehicle reaches the new location.
  • the aftertreatment system further comprises a parameter sensor configured to monitor surroundings of the vehicle for determining a plurality of dynamically changing route parameters that change with time; and the controller is operatively coupled to the parameter sensor and is further configured: determine an updated estimated exhaust gas parameter based on a signal received from the parameter sensor, which is indicative of the plurality of dynamically changing route parameters, and adjust a timing and/or location of the execution of the aftertreatment event based on the updated estimated exhaust gas parameter.
  • the controller is further configured to: determine a weather parameter corresponding to a weather at an upcoming location on the generated route, wherein the controller is configured to: estimate the exhaust gas parameter based also on the weather parameter.
  • a method comprises: generating, by a controller of a vehicle that includes an engine and an aftertreatment system coupled to the engine, a route for the vehicle from a present location of the vehicle to a final destination of the vehicle; determining, by the controller, a plurality of route parameters of the generated route; determining, by the controller, an estimated exhaust gas parameter of the exhaust gas that will be generated by the engine as the vehicle travels on the generated route based on the plurality of route parameters; determining, by the controller, a location on the route at which to execute an aftertreatment event based on the determined estimated exhaust gas parameter; and executing, by the controller, the aftertreatment event once the vehicle reaches the location.
  • the plurality of route parameters comprise at least one of a road grade of a road of the generated route, a curvature of the road at the location, or a speed limit.
  • the method further comprises: determining, by the controller, an expected load exerted on the engine at each location along the generated route based on the determined plurality of route parameters, wherein the estimated exhaust gas parameter is determined based on the determined expected load.
  • the method further comprises: in response to determining that the vehicle is deviating from the generated route, generating, by the controller, a new route for the vehicle; determining, by the controller, a plurality of new route parameters of the generated new route; determining, by the controller, the estimated exhaust gas parameter based on the plurality of new route parameters; determining, by the controller, a new location on the generated new route at which to execute the aftertreatment event based on the determined estimated exhaust gas parameter; and executing, by the controller, the aftertreatment event once the vehicle reaches the new location.
  • the method further comprises: determining, by the controller, an updated estimated exhaust gas parameter based on the plurality of dynamically changing route parameters; and adjusting, by the controller, a timing and/or location of the execution of the aftertreatment event based on the updated estimated exhaust gas parameter.
  • an aftertreatment system for use in a vehicle including an engine that generates an exhaust gas comprises: a selective catalytic reduction system configured to decompose constituents of the exhaust gas; a reductant insertion assembly configured to insert a reductant into the exhaust gas; and a controller operatively coupled to the reductant insertion assembly, the controller configured to: determine a route parameter at an upcoming location of a route on which the vehicle is traveling, the upcoming location being ahead of a present location of the vehicle on the route, determine an estimated exhaust gas parameter of the exhaust gas that will be generated by the engine at the upcoming location based on the route parameter, and command the reductant insertion assembly to adjust an amount of reductant inserted into the exhaust gas based on the estimated exhaust gas parameter.
  • the route parameter comprises at least one of a static route parameter that does not change with time or a dynamic route parameter that changes with time.
  • the route parameter comprises at least one of a road grade of a road at the upcoming location, a curvature of the road at the upcoming location, a speed limit at the upcoming location, traffic at the upcoming location, construction speed limits, or traffic density.
  • the controller is configured to: responsive to determining an increase in the road grade at the upcoming location, command the reductant insertion assembly to increase the amount of the reductant inserted into the exhaust gas. In some embodiments, the controller is configured to: responsive to determining a decrease in the road grade at the upcoming location, command the reductant insertion assembly to decrease the amount of the reductant inserted into the exhaust gas.
  • the controller is further configured to: determine a weather parameter corresponding to a weather at the upcoming location, wherein the controller is configured to estimate the exhaust gas parameter based also on the weather parameter. In some embodiments, the controller is further configured to: determine an estimated amount of fuel to be inserted into the engine at the upcoming location based on the determined route parameter; and cause adjusting of an amount of fuel being inserted into the engine based on the determined estimated amount of fuel.
  • a method comprises: determining, by a controller of a vehicle that includes an engine and an aftertreatment system coupled to the engine, a route parameter at an upcoming location of a route on which the vehicle is traveling, the upcoming location being ahead of a present location of the vehicle on the route; determining, by the controller, an estimated exhaust gas parameter of an exhaust gas that will be generated by the engine at the upcoming location based on the route parameter; and commanding, by the controller, a reductant insertion assembly included in the aftertreatment system to adjust an amount of the reductant inserted into the exhaust gas based on the estimated exhaust gas parameter.
  • FIG. l is a schematic illustration of an aftertreatment system included in a vehicle, according to an embodiment.
  • FIG. 2 is a schematic block diagram of a controller included in the aftertreatment system of FIG. 1, according to an embodiment.
  • FIG. 3 is an illustration of a vehicle traveling on a route that has a varying road grade, according to an embodiment.
  • FIG. 4 is a schematic flow diagram of a method for controlling operation of an aftertreatment system, according to an embodiment.
  • FIG. 5 is a schematic flow diagram of a method for controlling operation of an aftertreatment system based on a determined route parameters of a generated route, according to another embodiment.
  • Embodiments described herein relate generally to systems and methods for adaptive control of an aftertreatment system, and particularly, to controllers configured to determine route parameters and/or weather parameters at an upcoming location on a route of the vehicle, and adjust amount of reductant inserted into an exhaust gas passing through the aftertreatment system and/or other parameters of the aftertreatment system based on the parameters at the upcoming location.
  • Vehicles include various systems used to perform or control various operations of the aftertreatment system or perform various functions.
  • vehicles may include an aftertreatment system configured to reduce constituents of an exhaust gas produced by an engine of the vehicle.
  • Changes in engine load as a result of change in route parameters for example, when going uphill or downhill, making a sudden stop, starting after a stop, etc. or weather conditions, for example, wind speed, wet, dry or snowy road conditions, etc. may impact an exhaust gas parameter, for example, cause an increase or decrease in an amount of NOx gases included in the exhaust gas passing through the aftertreatment system.
  • Conventional vehicles generally adjust an amount of reductant to be inserted into the aftertreatment system reactively in response to determined changes in one or more exhaust gas parameters.
  • Various embodiments of the systems and methods described herein may provide one or more benefits including, for example: (1) providing predictive control of an amount of reductant inserted into an aftertreatment system based on one or more route parameters and/or weather parameters that the vehicle is expected to encounter at upcoming locations on a route on which the vehicle is traveling; (2) increasing catalytic conversion efficiency of a SCR system included in the aftertreatment system; (3) allowing the aftertreatment system to respond faster to improve efficiency; and (4) reducing reductant consumption.
  • FIG. 1 is a schematic block illustration of a vehicle 10 including an engine 101, and an aftertreatment system 100 including a controller 170, according to an embodiment.
  • the vehicle 10 generally may also include, for example, a powertrain, vehicle subsystems, transmission, and/or sensors communicably coupled to one or more components of the vehicle 10.
  • the powertrain may be a series hybrid powertrain.
  • the powertrain may be structured as a parallel hybrid powertrain.
  • the powertrain is structured as a conventional, non-hybrid, non-electric powertrain.
  • the vehicle 10 may be an on-road or an off-road vehicle including, but not limited to, line-haul trucks, mid-range trucks (e.g., pick-up truck), cars (e.g., sedans, hatchbacks, coupes, etc.), buses, vans, refuse vehicles, delivery trucks, and any other type of vehicle.
  • line-haul trucks e.g., pick-up truck
  • cars e.g., sedans, hatchbacks, coupes, etc.
  • buses e.g., vans, refuse vehicles, delivery trucks, and any other type of vehicle.
  • Components of the vehicle 10 may communicate with each other or foreign components using any type and any number of wired or wireless connections.
  • a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection.
  • Wireless connections may include the Internet, Wi-Fi, cellular, radio, Bluetooth, ZigBee, etc.
  • a controller area network (CAN) bus provides the exchange of signals, information, and/or data.
  • the CAN bus includes any number of wired and wireless connections.
  • the engine 101 may be structured as any engine type, including a spark-ignition internal combustion engine, a compression-ignition internal combustion engine, and/or a fuel cell, among other alternatives.
  • the engine 101 may be powered by any fuel type (e.g., diesel, ethanol, gasoline, natural gas, propane, hydrogen, etc.).
  • the engine 101 is a diesel powered compression-ignition engine configured to combust diesel fuel and generate exhaust gas that includes NOx gases.
  • the vehicle 10 may also include a transmission associated with the engine 101.
  • the transmission may be structured as any type of transmission, such as a continuous variable transmission, a manual transmission, an automatic transmission, an automatic- manual transmission, a dual clutch transmission, and so on.
  • the engine 101 combusts fuel to produce an exhaust gas including NOx gases, particulate matter (e.g., ash or soot), carbon monoxide and other constituents which have to be removed from the exhaust gas before the exhaust gas is expelled into the environment.
  • the exhaust gas is communicated into the aftertreatment system 100 that is configured to decompose constituents of the exhaust gas as the exhaust gas passes therethrough.
  • the aftertreatment system 100 comprises a housing 102 defining an internal volume within which a plurality of aftertreatment components structured to modify or reduce certain constituents of an exhaust flowing therethrough are positioned.
  • the housing 102 may be formed from a rigid, heat-resistant and corrosion-resistant material, for example stainless steel, iron, aluminum, metals, ceramics, a combination thereof, or any other suitable material.
  • An inlet conduit 104 is fluidly coupled to an inlet of the housing 102 and structured to receive exhaust gas from the engine 101 and to communicate the exhaust gas to an internal volume defined by the housing 102.
  • an outlet conduit 106 may be coupled to an outlet of the housing 102 and structured to expel treated exhaust gas into the environment.
  • a first sensor 103 may be positioned in the inlet conduit 104.
  • the first sensor 103 may comprise aNOx sensor, for example a physical or virtual NOx sensor, configured to determine an amount of NOx gases included in the exhaust gas being emitted by the engine 101.
  • an oxygen sensor, a temperature sensor, a pressure sensor, or any other sensor may also be positioned in the inlet conduit 104 so as to determine one or more operational parameters of the exhaust gas flowing through the aftertreatment system 100.
  • a second sensor 105 may be positioned in the outlet conduit 106.
  • the second sensor 105 may comprise a second NOx sensor configured to determine an amount of NOx gases expelled into the environment (or to a muffler coupled to the housing 102) after passing through the aftertreatment system 100.
  • one or more of a sulfur oxide sensor, a particulate matter sensor, a temperature sensor, or an ammonia sensor may also be positioned in the outlet conduit 106.
  • the aftertreatment system 100 includes a SCR system 150 having a catalyst 154 configured to modify or reduce certain constituents of the exhaust gas (e.g., NOx gases such as such nitrous oxide, nitric oxide, nitrogen dioxide, etc.) flowing through the aftertreatment system 100 in the presence of a reductant, as described herein.
  • the catalyst 154 is formulated to modify or reduce certain constituents of an exhaust gas, for example NOx gases, flowing through the aftertreatment system 100.
  • a reductant insertion port may be provided on a sidewall of housing 102 and structured to allow insertion of the reductant therethrough into the internal volume defined by the housing 102.
  • the reductant insertion port may be positioned upstream of the SCR system 150 (e.g., to allow reductant to be inserted into the exhaust gas upstream of the SCR system 150) or over the SCR system 150 (e.g., to allow reductant to be inserted directly on the SCR system 150).
  • the catalyst 154 is formulated to selectively decompose constituents of the exhaust gas. Any suitable catalyst can be used such as, for example, platinum, palladium, rhodium, cerium, iron, manganese, copper, vanadium based catalyst, any other suitable catalyst, or a combination thereof.
  • the catalyst 154 can be disposed on a suitable substrate such as, for example, a ceramic (e.g., cordierite) or metallic (e.g., kanthal) monolith core which can, for example, define a honeycomb structure.
  • a washcoat can also be used as a carrier material for the catalyst 154.
  • washcoat materials may include, for example, aluminum oxide, titanium dioxide, silicon dioxide, any other suitable washcoat material, or a combination thereof.
  • the exhaust gas e.g., diesel exhaust gas
  • a filter 130 (e.g., a particulate matter filter) may be positioned upstream of the SCR system 150 or at any other location in the aftertreatment system 100, and configured to filter particulate matter (e.g., ash, soot, etc.) included in the exhaust gas flowing through the aftertreatment system 100.
  • An oxidation catalyst 120 may be positioned upstream of the filter 130.
  • the oxidation catalyst 120 may include, for example, a diesel oxidation catalyst configured to decompose unburnt hydrocarbons and/or convert CO to CO2.
  • the aftertreatment system 100 may also include a hydrocarbon insertion assembly 114 configured to insert hydrocarbons into the exhaust gas upstream or on the oxidation catalyst 120.
  • the oxidation catalyst 120 may be formulated to catalyze the combustion of the hydrocarbons causing an increase in the temperature of the exhaust gas, for example, to burn of particulate matter that may have accumulated on the downstream filter 130 and/or the SCR system 150 so as to regenerate the filter 130 and/or the SCR system 150, and/or to maintain a temperature of the SCR system 150 at a desired operating temperature (e.g., at an operating temperature corresponding to an optical catalytic conversion efficiency of the SCR system 150).
  • a desired operating temperature e.g., at an operating temperature corresponding to an optical catalytic conversion efficiency of the SCR system 150.
  • a heater (not shown) may be operatively coupled to the SCR system 150 and configured to heat the SCR system 150 to a temperature that is sufficient to regenerate the SCR system 150 and/or to maintain a temperature of the SCR system 150 at a desired operating temperature.
  • an ammonia slip catalyst 160 may be disposed in the housing 102 downstream of the SCR system 150 and formulated to decompose any ammonia in the exhaust gas downstream of the SCR system 150.
  • the reductant may decompose into ammonia on contact with the hot exhaust gas. The ammonia facilitates the catalytic reaction occurring in the SCR system 150 for converting or reducing the NOx gases included in the exhaust gas.
  • the aftertreatment system 100 may also include other aftertreatment components, for example, mixers, baffle plates, or any other suitable aftertreatment component.
  • the aftertreatment system 100 may also include a reductant storage tank 110 structured to store a reductant.
  • the reductant is formulated to facilitate decomposition of the constituents of the exhaust gas (e.g., NOx gases included in the exhaust gas). Any suitable reductant can be used.
  • the exhaust gas comprises a diesel exhaust gas and the reductant comprises a diesel exhaust fluid.
  • the diesel exhaust fluid may comprise urea, an aqueous solution of urea, or any other fluid that comprises ammonia, by-products, or any other diesel exhaust fluid as is known in the arts (e.g., the diesel exhaust fluid marketed under the name ADBLUE ® ).
  • the reductant may comprise an aqueous urea solution having a particular ratio of urea to water.
  • the reductant can comprise an aqueous urea solution including 32.5% to 40% by mass of urea and 67.5% to 60% by mass of deionized water.
  • a reductant insertion assembly 112 is fluidly coupled to the reductant storage tank 110 and is configured to selectively insert reductant into the exhaust gas.
  • the reductant insertion assembly 112 may comprise various structures to facilitate receipt of the reductant from the reductant storage tank 110 and delivery to the housing 102, for example, to a reductant injector (not shown) disposed on the housing 102 and configured to insert reductant into the exhaust gas flowing through the aftertreatment system 100.
  • the reductant insertion assembly 112 may include one or more pumps (e.g., a diaphragm pump, a positive displacement pump, a centrifugal pump, a vacuum pump, etc.) for delivering the reductant to the exhaust gas at any suitable operating pressure and/or flow rate.
  • the reductant insertion assembly 112 may also include filters and/or screens (e.g., to prevent solid particles of the reductant or contaminants from flowing into the one or pumps) and/or valves (e.g., check valves) configured to draw reductant from the reductant storage tank 110. Screens, check valves, pulsation dampers, or other structures may also be positioned downstream of the one or more pumps of the reductant insertion assembly 112 and configured to remove contaminants and/or facilitate delivery of the reductant to the exhaust gas.
  • filters and/or screens e.g., to prevent solid particles of the reductant or contaminants from flowing into the one or pumps
  • valves e.g., check valves
  • Screens, check valves, pulsation dampers, or other structures may also be positioned downstream of the one or more pumps of the reductant insertion assembly 112 and configured to remove contaminants and/or facilitate delivery of the reductant to the exhaust gas.
  • the reductant insertion assembly 112 may also include a bypass line structured to provide a return path of the reductant from the one or more pumps to the reductant storage tank 110.
  • a valve e.g., an orifice valve
  • a valve may be provided in the bypass line to allow selective returning of the reductant to the reductant storage tank 110 (e.g., when the engine 101 is turned OFF or during a purge operation of the reductant insertion assembly 112).
  • the reductant inserted into the exhaust gas decomposes into ammonia that is used by the SCR system 150 to decompose constituents (e.g., NOx gases) included in the exhaust gas.
  • the SCR system 150 has ammonia storage capacity and can store a finite amount of ammonia. However, continued insertion of reductant into the exhaust gas beyond the ammonia storage capacity of the SCR system 150 results in un-utilized ammonia which slips downstream of SCR system 150 and therefore, inefficient consumption of the reductant. Similarly, while the SCR system 150 can decompose the constituents of the exhaust gas even when the reductant insertion assembly 112 stops inserting reductant into the exhaust gas, this leads to a decrease in the amount of stored ammonia. If all the reductant is consumed, the catalytic conversion efficiency of the SCR system 150 drops significantly and may lead to a higher amount of NOx gases remaining in the exhaust gas being expelled into the environment.
  • the controller 170 is configured to predictively adjust an amount of reductant inserted into the exhaust gas based on estimated exhaust gas parameters of the exhaust gas determined from one or more route parameters of a route on which the vehicle 10 is travelling and/or weather parameters of the ambient weather that the vehicle 10 is expected to encounter on the route. Expanding further, the controller 170 is operatively coupled to the reductant insertion assembly 112 The controller 170 is configured to determine a route parameter (e.g., a plurality of route parameters) at an upcoming location of the route on which the vehicle 10 is traveling. The upcoming location is ahead of a present location of the vehicle 10 on the route.
  • a route parameter e.g., a plurality of route parameters
  • the vehicle 10 may include a parameter sensor 180 (e.g., one or a plurality of sensors) configured to determine the various route parameters at an upcoming location on the route, and/or receive information corresponding to the various route parameters.
  • the route parameter may include, but is not limited to, a road grade of a road at the upcoming location, a curvature of the road at the upcoming location, a speed limit at the upcoming location, and traffic at the upcoming location.
  • the senor 180 may include a telematics sensor, for example, a global positioning system (GPS), navigation and/or onboard maps configured to determine a present location of the vehicle 10 on the route and road grade, road curvature, speed limit, and/or stop sign at the upcoming location on the route.
  • GPS global positioning system
  • These parameters are generally static route parameters, i.e., route parameters that are not expected to change with time.
  • the route parameters may include dynamic route parameters, i.e., route parameters that are expected to dynamically change with time.
  • dynamic route parameters may include, for example, construction speed limits, traffic density, etc.
  • the parameter sensor 180 may include a radar, LIDAR, an optical sensor, a humidity sensor or any other sensor configured to scan surroundings of the vehicle 10 and determine the static and/or dynamic route parameters and/or weather parameter at the upcoming location.
  • the parameter sensor 180 may be configured to receive such information through various sources, for example, aerial surveillance, video camera surveillance, fixed sensors, news feeds, highway advisory radio, vehicle-to-vehicle, vehicle-to-server or vehicle-to- infrastructure communication, the internet, or any other source.
  • the controller 170 is also configured to determine a weather parameter corresponding to a weather at the upcoming location.
  • the parameter sensor 180 may be configured to determine or receive information corresponding to the weather at the upcoming location (e.g., via a weather reporting service, a news service, or the internet).
  • the weather parameter may include, but is not limited to a wind speed at the upcoming location, snowy, wet or dry road conditions, etc.
  • the route parameters and/or the weather parameters influence a load exerted on the engine 101 that in turn impacts the composition of the exhaust gas.
  • a load exerted on the engine 101 that in turn impacts the composition of the exhaust gas.
  • an increase in road grade e.g., an uphill climb
  • a decrease in road grade indicates an expected decrease in the engine load, leading to less NOx gases in the exhaust gas and less ammonia being used. Reduction in speed limit at the upcoming location may indicate less load on the engine and less NOx gases in the exhaust gas.
  • a stop sign, a red light or traffic congestion is expected to result in stop and start operation of the vehicle 10. This may indicate that the load of the engine 101 is expected to decrease and shortly thereafter increase at the upcoming location, resulting in an increase in NOx gases in the exhaust gas. Furthermore, a high head wind at the upcoming location may increase a load on the engine 101, and/or wet or snowy conditions at the upcoming location is expected to urge a user or a controller driving the vehicle (e.g., an engine control unit) to drive the vehicle 10 in lower gear that may increase the load on the engine 101 and thereby increase NOx emissions.
  • vehicle e.g., an engine control unit
  • the controller 170 is configured to determine an estimated exhaust gas parameter of the exhaust gas that will be generated by the engine 101 at the upcoming location based on the route parameter at the upcoming location, and in some embodiments, also on the weather parameter at the upcoming location.
  • the exhaust gas parameter may include an amount of NOx gases included in the exhaust gas, exhaust gas temperature, exhaust gas pressure, exhaust gas flow rate, etc.
  • the controller 170 may be configured to determine the expected load that will be exerted on the engine 101 when the vehicle 10 reaches the upcoming location. Based on the estimated engine load, the controller 170 may be configured to determine the estimated exhaust gas parameter at the upcoming location.
  • the controller 170 commands the reductant insertion assembly 112 to adjust an amount of reductant being inserted into the exhaust gas based on the estimated exhaust gas parameter.
  • the controller 170 beneficially predicts and estimates the exhaust gas parameters that the exhaust gas will have at the upcoming location, and proactively adjusts an amount of reductant inserted into the exhaust gas based on the estimated exhaust gas parameter. This may result in increasing or maintaining sufficiently high catalytic conversion efficiency of the SCR system 150 throughout the route while reducing reductant consumption.
  • the controller 170 may determine that a stop sign or red light is present at the upcoming location, which will result in the vehicle 10 stopping at the stop sign and then restarting that is expected to increase a load on the engine 101.
  • the parameter sensor 180 may include a radar, LIDAR, or optical sensor configured to scan the upcoming location and determine that a stop sign or red light is present at the upcoming location, or receive information regarding the stop sign or red light being present at the upcoming location based on information received from an onboard map, or the internet.
  • the controller 170 may be configured to command the reductant insertion assembly 112 to increase an amount of reductant being inserted into the exhaust gas to provide high ammonia storage or coverage in the SCR system 150, in anticipation that the vehicle 10 will accelerate after stopping at the upcoming location that will exert a higher load on the engine 101.
  • the controller 170 may be configured to, responsive to determining an increase in a road grade at the upcoming location, command the reductant insertion assembly 112 to decrease the amount of reductant inserted into the exhaust gas.
  • the road grade at the upcoming location may be determined by the parameter sensor 180 (e.g., a radar, LIDAR or optical sensor), or determined based on information received by the parameter sensor 180 (e.g., from a GPS service or the internet).
  • the controller 170 may also be configured to, responsive to determining a decrease in the road grade at the upcoming location, command the reductant insertion assembly 112 to decrease the amount of reductant inserted into the exhaust gas.
  • FIG. 3 illustrates another scenario in which a vehicle 20 that may include the aftertreatment system 100 is traveling on a route R.
  • the vehicle 20 is initially at a first route location R-l that is a substantially flat road.
  • An upcoming second route location R-2 is a location where an uphill climb starts on the route R, i.e., the road grade starts to increase at the second route location R-2.
  • the parameter sensor 180 may sense the increase in road grade or receive information regarding the increase in road grade at the upcoming second route location R-2.
  • the controller 170 may be configured to determine the route parameter, i.e., the increase in road grade at the upcoming second route location R-2 and estimate that an increase in a load on the engine of the vehicle 20 is expected to occur at the second route location R-2.
  • the controller 170 may determine an estimated exhaust gas parameter at the second route location R-2. Based on the estimated exhaust gas parameter (e.g., a higher NOx amount in the exhaust gas), the controller 170 may command the reductant insertion assembly 112 to increase an amount of the reductant inserted into the exhaust gas as the vehicle 20 approaches the second route location R-2 so as to saturate the SCR system 150 with ammonia in anticipation of an increase in NOx gases in the exhaust gas when the vehicle 20 reaches the second route location R-2.
  • the route parameter i.e., the increase in road grade at the upcoming second route location R-2 and estimate that an increase in a load on the engine of the vehicle 20 is expected to occur at the second route location R-2.
  • the controller 170 may determine an estimated exhaust gas parameter at
  • a third route location R-3 ahead of the second route location R-2 indicates a peak of the incline or hill ahead of which the road grade decreases and the vehicle 20 will go downhill therefrom.
  • the controller 170 may be configured to determine the route parameter and/or weather parameter at the upcoming third route location R-3, and proactively determine an estimated exhaust gas parameter at the third route location R-3. For example, the controller 170 may estimate that a load on the engine of the vehicle 20 will decrease (e.g., the engine of the vehicle 20 will be disengaged), and thereby an amount of NOx gases in the exhaust gas produced by the engine will decrease when the vehicle 20 reaches the third route location R-3.
  • the controller 170 may therefore command the reductant insertion assembly 112 to start reducing the amount of reductant inserted into the exhaust gas as the vehicle 20 approaches the third route location R-3 in anticipation of the decrease in NOx gases based on the estimated exhaust gas parameter at the third route location R3, thereby increasing reductant consumption efficiency while reducing ammonia slip.
  • a fourth route location R-4 ahead of the third route location R-3 indicates an end of downhill portion of the route R where the engine of the vehicle 20 is expected to be reengaged.
  • the controller 170 may be configured to determine the route parameter and/or weather parameter at the upcoming fourth route location R-4, and proactively determine an estimated exhaust gas parameter at the fourth route location R-4. For example, the controller 170 may estimate that a load on the engine of the vehicle 20 will increase (e.g., due to the expected reengagement of engine of the vehicle 20 at the fourth route location R-4), and thereby an amount of NOx gases in the exhaust gas produced by the engine will also increase.
  • the controller 170 may therefore command the reductant insertion assembly 112 to start increasing the amount of reductant inserted into the exhaust gas as the vehicle 20 approaches the fourth route location R-4 in anticipation of the increase in NOx gases based on the estimated exhaust gas parameter at the fourth route location R- 4, thereby inhibiting any decrease in the catalytic conversion efficiency of the SCR system 150.
  • the controller 170 may also be configured to control one or more parameters or operations of the aftertreatment system 100 based on a predetermined or pre generated route.
  • the controller 170 may be configured to generate a route for the vehicle 10 to travel from a present location of the vehicle 10 to a final destination of the vehicle 10.
  • the controller 170 may receive information from the parameter sensor 180 (e.g., on onboard GPS and navigation maps) to generate a route (e.g., a fastest route, a shortest route, or a route passing through predetermined locations) for the vehicle 10 to travel from its present location to its final destination.
  • a route e.g., a fastest route, a shortest route, or a route passing through predetermined locations
  • the controller 170 may determine a plurality of route parameters of the generated route.
  • the parameter sensor 180 may include onboard maps that include information on the route parameters, for example, road grade, stop signs, curvature, speed limits, etc., along the generated route and provide them to the controller 170.
  • the controller 170 may be configured to determine an estimated exhaust gas parameter of the exhaust gas that will be generated by the engine 101 as the vehicle 10 travels on the generated route based on the plurality of route parameters.
  • the controller 170 may be configured to determine the expected load that will be exerted on the engine 101 at each location along the generated route based on the determined route parameters, and determine the estimated exhaust gas parameters along the route based on the expected load.
  • the controller 170 may be configured to determine a location on the route at which to execute an aftertreatment event based on the determined and/or estimated exhaust gas parameter, and execute the aftertreatment event once the vehicle 10 reaches the location. For example, the controller 170 may be configured to command the reductant insertion assembly 112 to adjust an amount of the reductant inserted into the exhaust gas at particular locations on the route based on the estimated exhaust gas parameters along the generated route. Furthermore, with advance knowledge of the route parameters of the route, the controller 170 may also be configured to determine locations for performing other aftertreatment system 100 events.
  • the controller 170 may be configured to determine the location at which to perform a filter 130 regeneration event, a deposit removal event, a SCR system 150 desulfation event, or a diagnostic event based on the determined estimated exhaust gas parameters.
  • a filter 130 regeneration event may be planned for a continuous uphill section of a road along the route without any traffic lights and with minimal traffic so as to reduce the possibility of damage to the filter 130 from, for example, a sudden drop to idle during regeneration.
  • a diagnostic event configured to execute under specific engine operating conditions, and scheduled to execute at predetermined intervals, can be planned and triggered for locations most likely to satisfy the diagnostic requirements based on the determined route parameter by the controller 170.
  • the controller 170 may be configured to command the reductant insertion assembly 112 to adjust an amount of reductant inserted into the exhaust gas based on the determined route parameters of the generated route. For example, if the vehicle 10 is about to head down a hill, reductant insertion can be stopped just before the top of the hill to minimize ammonia slip.
  • the vehicle 10 may be forced to detour or deviate from the generated route, for example, due to road construction, an accident, etc., or a route parameter (e.g., traffic) or a weather parameter may change.
  • the controller 170 may be configured to generate a new route and determine a plurality of route parameters and, in some embodiments, weather parameters of the generated route.
  • the controller 170 may be configured to determine an estimated exhaust gas parameter along the generated new route.
  • the controller 170 is configured to preplan aftertreatment system events based on the generated new route, and command the reductant insertion assembly 112 to adjust an amount of reductant inserted into the exhaust gas, and/or other aftertreatment events based on estimated exhaust gas parameter as the vehicle 10 travels along the route.
  • the parameter sensor 180 may be configured to continuously monitor the surroundings of the vehicle 10 for dynamically changing route parameters, for example, changing traffic patterns, changing weather, detours, etc. For example, while static route parameters of a generated route are expected to remain the same, the dynamic route parameters (e.g., traffic, red/green light, accident, etc.) can change on the generated route.
  • the controller 170 may be configured to determine estimated exhaust gas parameters based on the changing route parameters and adjust the timing and/or location of aftertreatment events or operation (e.g., adjust amount of reductant inserted into the exhaust gas) based on the updated route parameters.
  • the parameter sensor 180 e.g., radar, LIDAR, optical sensor, etc.
  • controller 170 may also be configured to adjust other parameters of the aftertreatment system 100 based on the route and/or weather parameters at the upcoming location. This may include, for example, adjusting a duty cycle or pulse rate for inserting the reductant so as to adjust a dosing rate of the reductant and/or meet a desired ammonia storage target at the upcoming location.
  • the controller 170 may be configured to command the hydrocarbon insertion assembly 114 to selectively insert hydrocarbons into the exhaust gas based on the estimated exhaust gas parameter for regenerating the filter 130 and/or the SCR system 150, or maintain a temperature of the SCR system 150. In some embodiments, the controller 170 may be configured to activate the heater that may be coupled to the SCR system 150 based on the estimated exhaust gas parameter so as to maintain a temperature of the SCR system 150.
  • the controller 170 may also be configured to estimate an amount of fuel to be inserted into the engine 101 at the upcoming location on the route based on the determined route parameter and/or weather parameter.
  • the controller 170 may command a fuel insertion assembly (not shown) to adjust the amount of fuel being inserted into the engine 101 based on the estimated fuel amount so as to increase fuel economy.
  • the controller 170 may be structured as one or more electronic control units (ECU). As such, the controller 170 may be separate from or included with the aftertreatment system 100.
  • ECU electronice control units
  • the controller 170 may be a central controller of the vehicle 10. In other embodiments, the controller 170 may be a controller of the aftertreatment system 100, which may be communicatively coupled to a central controller of the vehicle 10.
  • the controller 170 may comprise an electronic control unit configured to receive various signals including a route parameter signal and a weather parameter signal as described herein for estimating the exhaust gas parameter at the upcoming location and controlling the reductant insertion assembly 112 and/or other components of the aftertreatment system 100.
  • FIG. 2 is a schematic block diagram of the controller 170, according to an embodiment.
  • the controller 170 comprises a processor 172, a memory 174, or any other computer readable medium, and a communication interface 176.
  • the controller 170 includes a route and weather parameter determination circuitry 174a, an exhaust gas parameter estimation circuitry 174b, a reductant insertion control circuitry 174c, and in some embodiments, a hydrocarbon insertion control circuitry 174d. It should be understood that the controller 170 shows only one embodiment of the controller 170 and any other controller capable of performing the operations described herein can be used.
  • the processor 172 can comprise a microprocessor, programmable logic controller (PLC) chip, an ASIC chip, or any other suitable processor.
  • the processor 172 is in communication with the memory 174 and configured to execute instructions, algorithms, commands, or otherwise programs stored in the memory 174.
  • the memory 174 comprises any of the memory and/or storage components discussed herein.
  • memory 174 may comprise a RAM and/or cache of processor 172.
  • the memory 174 may also comprise one or more storage devices (e.g., hard drives, flash drives, computer readable media, etc.) either local or remote to controller 170.
  • the memory 174 is configured to store look up tables, algorithms, or instructions.
  • the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d are embodied as machine or computer-readable media (e.g., stored in the memory 174) that is executable by a processor, such as the processor 172.
  • the machine-readable media e.g., the memory 174) facilitates performance of certain operations to enable reception and transmission of data.
  • the machine-readable media may provide an instruction (e.g., command, etc.) to, e.g., acquire data.
  • the machine-readable media may include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data).
  • the computer readable media may include code, which may be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming languages, such as the "C" programming language or similar programming languages.
  • the computer readable program code may be executed on one processor or multiple remote processors. In the latter scenario, the remote processors may be connected to each other through any type of network (e.g., CAN bus, etc.).
  • the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d are embodied as hardware units, such as electronic control units.
  • the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d may be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc.
  • the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of “circuit.”
  • the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d may include any type of component for accomplishing or facilitating achievement of the operations described herein.
  • a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on.
  • logic gates e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.
  • resistors e.g., resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on.
  • the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d may also include programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.
  • the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d may include one or more memory devices for storing instructions that are executable by the processor(s) of the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d.
  • the one or more memory devices and processor(s) may have the same definition as provided below with respect to the memory 174 and the processor 172.
  • the controller 170 includes the processor 172 and the memory 174.
  • the processor 172 and the memory 174 may be structured or configured to execute or implement the instructions, commands, and/or control processes described herein with respect the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d.
  • the depicted configuration represents the aforementioned arrangement where the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d are embodied as machine or computer-readable media.
  • this illustration is not meant to be limiting as the present disclosure contemplates other embodiments such as the aforementioned embodiment where the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d, or at least one circuit of the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d are configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure.
  • the processor 172 may be implemented as one or more general-purpose processors, 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 one or more processors may be shared by multiple circuits (e.g., the route and weather parameter determination circuitry 174a, the exhaust gas parameter estimation circuitry 174b, the reductant insertion control circuitry 174c, and the hydrocarbon insertion control circuitry 174d) may comprise or otherwise share the same processor which, in some example embodiments, may execute instructions stored, or otherwise accessed, via different areas of memory).
  • the one or more processors may be structured to perform or otherwise execute certain operations independent of one or more co-processors.
  • two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or multi -threaded instruction execution. All such variations are intended to fall within the scope of the present disclosure.
  • the memory 174 e.g., RAM, ROM, Flash Memory, hard disk storage, etc.
  • the memory 174 may store data and/or computer code for facilitating the various processes described herein.
  • the memory 174 may be communicatively connected to the processor 172 to provide computer code or instructions to the processor 172 for executing at least some of the processes described herein.
  • the memory 174 may be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the memory 174 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 communication interface 176 may include wireless interfaces (e.g., jacks, antennas, transmitters, receivers, communication interfaces, wire terminals, etc.) for conducting data communications with various systems, devices, or networks.
  • the communication interface 176 may include an Ethernet card and port for sending and receiving data via an Ethernet- based communications network and/or a Wi-Fi communication interface for communicating with, for example, the first sensor 103, the second sensor 105, the reductant insertion assembly 112, the hydrocarbon insertion assembly 114, the parameter sensor 180, and/or any other component of the aftertreatment system 100.
  • the communication interface 176 may be structured to communicate via local area networks or wide area networks (e.g., the Internet, etc.) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication, etc.).
  • communications protocols e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication, etc.
  • the route and weather parameter determination circuitry 174a may be configured to receive a route parameter signal and/or a weather parameter signal from the parameter sensor 180 and determine one or more route parameters and/or weather parameters at the upcoming location on the route that the vehicle 10 is traveling on.
  • the exhaust gas parameter estimation circuitry 174b may be configured to estimate the exhaust gas parameter at the upcoming location based on the determined route parameter and/or the weather parameter at the upcoming location, as previously described herein.
  • the reductant insertion control circuitry 174c is configured to generate a reductant insertion signal configured to command the reductant insertion assembly 112 to adjust an amount of reductant inserted into the exhaust gas based on the estimated exhaust gas parameter of the exhaust gas at the upcoming location.
  • the controller 170 may be configured to selectively insert hydrocarbons into the exhaust gas based on the estimated exhaust gas parameter at the upcoming location of the route.
  • FIG. 4 is a schematic flow diagram of an example method 200 for control of an aftertreatment system (e.g., the aftertreatment system 100) included in a vehicle (e.g., the vehicle 10, 20) having an engine (e.g., the engine 101) generating an exhaust gas, according to an embodiment.
  • the vehicle may be traveling on a route. While described with respect to the controller 170, the operations of the method 200 may be performed using any suitable controller included in any vehicle.
  • the method 200 includes determining a route parameter at an upcoming location of the route on which the vehicle 10 is traveling by the controller 170, at 202.
  • the controller 170 receives the route parameter signal from the parameter sensor 180 and determines the route parameter at the upcoming location of the route based on the determined route parameter.
  • the controller 170 may also determine a weather parameter at the upcoming location, at 204.
  • the controller 170 may receive the weather parameter signal from the parameter sensor 180 and determine the weather parameter at the upcoming location therefrom.
  • the controller 170 is configured to determine an estimated exhaust gas parameter of the exhaust gas that will be produced by the engine 101 of the vehicle 10 at the upcoming location on the route based on the determined route parameter and/or the weather parameter.
  • the controller 170 is configured to command the reductant insertion assembly 112 to adjust an amount of reductant inserted into the exhaust gas based on the determined route parameter and/or weather parameter at the upcoming location on the route.
  • FIG. 5 is a schematic flow diagram of another example method 300 for controlling an aftertreatment system (e.g., the aftertreatment system 100) included in a vehicle (e.g., the vehicle 10, 20) having an engine (e.g., the engine 101) generating an exhaust gas based on route parameters of a generated route, according to an embodiment.
  • the vehicle may be traveling on a route. While described with respect to the controller 170 and the vehicle 10, the operations of the method 300 may be performed using any suitable controller included in any vehicle.
  • the method includes generating a route for the vehicle 10 to travel from a present location of the vehicle 10 to the final destination of the vehicle by the controller 170, at 302.
  • the controller 170 may receive information from the parameter sensor 180 (e.g., an onboard GPS) to generate the route of the vehicle 10.
  • the controller 170 may determine a plurality of route parameters of the generated route.
  • the plurality of route parameters may generally include static route parameters that are not expected to change with time such as road grade, road curvature, location of stop signs, etc.
  • the controller 170 determines an estimated exhaust gas parameter of the exhaust gas that will be generated by the engine as the vehicle travels on the generated route based on the plurality of route parameters, as previously described herein.
  • the controller 170 determines a location on the route at which to execute an aftertreatment event based on the determined estimated exhaust gas parameter.
  • the controller 170 executes the aftertreatment event once the vehicle reaches the location. For example, the controller 170 may adjust an amount of reductant inserted into the exhaust gas, and/or trigger a regeneration event, a desulfation event, and/or a diagnostic event at a particular location based on the determined estimated exhaust gas parameter.
  • the parameter sensor 180 may continuously monitor surroundings of the vehicle 10 to determine changes in the route parameter and/or the weather parameter. For example, the parameter sensor 180 may determine if an accident or road construction is present on the route which can cause a detour, a red light is present, a weather is changing, etc.
  • the controller 170 determines if a detour is needed, or a route parameter and/or weather parameter is desired. In response to determining that a detour is not needed and a route and/or weather parameter has not changed (314:NO), the method 300 returns to operation 312. In response to determining that a detour is needed, or a route parameter and/or weather parameter has changed (314: YES), the method 300 returns to operation 302, and a new route for the vehicle is generated.
  • Coupled means the joining of two members directly or indirectly to one another. Such joining may be stationary (e.g., permanent) or moveable (e.g., removable or releasable). Such joining may be achieved with the two members or the two members and any additional intermediate members being integrally formed as a single unitary body with one another or with the two members or the two members and any additional intermediate members being attached to one another.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un système de post-traitement destiné à être utilisé dans un véhicule qui contient un moteur, comprenant : un système de réduction catalytique sélective conçu pour décomposer les composantes d'un gaz d'échappement généré par le moteur, un ensemble d'introduction d'agent réducteur conçu pour introduire un agent réducteur dans le gaz d'échappement, et un contrôleur. Le contrôleur est conçu pour : générer un itinéraire permettant au véhicule de se déplacer d'un emplacement actuel du véhicule à une destination finale du véhicule, déterminer une pluralité de paramètres d'itinéraire de l'itinéraire généré, déterminer un paramètre de gaz d'échappement estimé du gaz d'échappement qui sera généré par le moteur alors que le véhicule se déplace le long de l'itinéraire généré sur la base de la pluralité de paramètres d'itinéraire, déterminer un emplacement sur l'itinéraire où exécuter un événement de post-traitement sur la base du paramètre de gaz d'échappement estimé déterminé, et exécuter l'événement de post-traitement une fois que le véhicule atteint l'emplacement.
PCT/US2020/043469 2019-08-08 2020-07-24 Systèmes et procédés de commande adaptative de systèmes de post-traitement Ceased WO2021025875A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4361427A1 (fr) * 2022-10-24 2024-05-01 Volvo Truck Corporation Procédé de commande du fonctionnement d'un système de moteur

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US20100043404A1 (en) * 2008-08-22 2010-02-25 Gm Global Technology Operations, Inc. Using gps/map/traffic info to control performance of aftertreatment (at) devices
US20100229531A1 (en) * 2008-12-05 2010-09-16 Cummins Ip, Inc. Apparatus, system, and method for controlling reductant dosing in an scr catalyst system
US8015805B2 (en) * 2004-02-02 2011-09-13 Robert Bosch Gmbh Method for regenerating an exhaust aftertreatment system
US20170211493A1 (en) * 2016-01-27 2017-07-27 Cummins Inc. Exhaust aftertreatment thermal management controls

Patent Citations (4)

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Publication number Priority date Publication date Assignee Title
US8015805B2 (en) * 2004-02-02 2011-09-13 Robert Bosch Gmbh Method for regenerating an exhaust aftertreatment system
US20100043404A1 (en) * 2008-08-22 2010-02-25 Gm Global Technology Operations, Inc. Using gps/map/traffic info to control performance of aftertreatment (at) devices
US20100229531A1 (en) * 2008-12-05 2010-09-16 Cummins Ip, Inc. Apparatus, system, and method for controlling reductant dosing in an scr catalyst system
US20170211493A1 (en) * 2016-01-27 2017-07-27 Cummins Inc. Exhaust aftertreatment thermal management controls

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4361427A1 (fr) * 2022-10-24 2024-05-01 Volvo Truck Corporation Procédé de commande du fonctionnement d'un système de moteur
US12085002B2 (en) 2022-10-24 2024-09-10 Volvo Truck Corporation Method for controlling the operation of an engine system

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