Post-processing temperature management during brake events

Abstract

A system includes a controller communicably coupled to an engine. The controller is configured to perform operations including receiving a temperature value related to an aftertreatment system, receiving a regeneration power value related to a braking event, comparing the temperature value to a temperature threshold. In response to the temperature value being above the temperature threshold and the regeneration power value being at or above a first power threshold, the controller is configured to cause one or more electric machines to spin the engine during the braking event. In response to the temperature value being below the temperature threshold and the regeneration power value being at or above a second power threshold, the controller is configured to cause the one or more electric machines to spin the engine and activate a heater associated with the aftertreatment system to heat the aftertreatment system during the braking event.

Description

[0001] Cross-referencing of related patent applications This application claims the benefit and priority of U.S. Provisional Patent Application No. 63 / 786254, filed April 9, 2025, the entire contents of which are incorporated herein by reference and used for all purposes. Technical Field

[0002] This disclosure relates to post-processing temperature management during braking events of a vehicle. Background Technology

[0003] Internal combustion engines consume fuel (such as gasoline, diesel, hydrogen, natural gas, etc.) to generate power (e.g., a crankshaft used to rotate a system embodying the engine, such as a vehicle). In a hybrid powertrain, an electric motor can consume electricity to generate power (e.g., a crankshaft used to rotate a system embodying the engine, such as a vehicle). In either powertrain configuration, the system may additionally include an aftertreatment system designed to reduce potentially harmful emissions (e.g., nitrogen oxides (NOx)) to less harmful emissions (e.g., reducing NOx to nitrogen and water). The aftertreatment system may require certain operating conditions to function as intended. Summary of the Invention

[0004] One embodiment relates to a system. The system includes a controller communicatively coupled to an engine of the system. The controller includes at least one processor coupled to at least one memory device storing instructions that, when executed by the at least one processor, cause the controller to perform operations. The operations include: receiving a temperature value related to an aftertreatment system; receiving a regenerative power value related to a braking event; comparing the temperature value to a temperature threshold; rotating the engine with one or more motors during the braking event in response to the temperature value being higher than the temperature threshold and the regenerative power value being at or above a first power threshold; and rotating the engine with the one or more motors in response to the temperature value being lower than the temperature threshold and the regenerative power value being at or above a second power threshold; and activating a heater associated with the aftertreatment system to heat the aftertreatment system during the braking event.

[0005] Another embodiment relates to a method. The method includes: receiving a temperature value related to an after-treatment system by a controller; receiving a regenerative power value related to a braking event by the controller; comparing the temperature value with a temperature threshold by the controller; in response to the temperature value being higher than the temperature threshold and the regenerative power value being at or above a first power threshold, causing one or more motors to rotate the engine by the controller during the braking event; and in response to the temperature value being lower than the temperature threshold and the regenerative power value being at or above a second power threshold: causing the one or more motors to rotate the engine by the controller, and activating an associated heater by the controller.

[0006] Another embodiment relates to a non-transitory computer-readable medium storing instructions that, when executed by one or more processors of a controller, cause the one or more processors to perform operations. The operations include: receiving a temperature value related to a post-processing system; receiving a regenerative power value related to a braking event; comparing the temperature value to a temperature threshold; rotating one or more motors during the braking event in response to the temperature value being higher than the temperature threshold and the regenerative power value being at or above a first power threshold; and rotating the motors in response to the temperature value being lower than the temperature threshold and the regenerative power value being at or above a second power threshold; and activating a heater associated with the post-processing system to heat the post-processing system during the braking event.

[0007] Numerous specific details are provided to give a thorough understanding of embodiments of the subject matter of this disclosure. The features described in the subject matter of this disclosure may be combined in any suitable manner in one or more embodiments and / or implementations. In this respect, one or more features of one aspect of the invention may be combined with one or more features of different aspects of the invention. Furthermore, additional features that are not present in all embodiments or implementations may be recognized in some embodiments and / or implementations. Attached Figure Description

[0008] Figure 1 This is a block diagram of a system including an internal combustion engine and an electric motor according to an example embodiment, shown in a series hybrid configuration.

[0009] Figure 2 According to the example embodiment Figure 1 A block diagram of the system, shown in a parallel hybrid configuration.

[0010] Figure 3 According to the example embodiment Figure 1 The system is shown in a block diagram, in a hybrid series-parallel configuration.

[0011] Figure 4 According to the example embodiment Figure 1 A block diagram of the system's controller.

[0012] Figure 5 Control according to the example embodiment Figure 1 The flowchart of the system's method. Detailed Implementation

[0013] The following is a more detailed description of various related concepts and specific implementations of methods, apparatus, computer-readable media, and systems for controlling the temperature of an exhaust aftertreatment system during or in response to certain system operating conditions, such as braking events. Before turning to the accompanying drawings, which illustrate certain exemplary embodiments in detail, it should be understood that this disclosure is not limited to the details or methods set forth in the specification or illustrated in the drawings. It should also be understood that the terminology used herein is for descriptive purposes only and should not be considered limiting.

[0014] As described herein, an engine or powertrain may include an engine coupled, and particularly fluidly coupled, to an exhaust aftertreatment system, such that the exhaust aftertreatment system is in exhaust gas receiving communication with the engine. In some embodiments, the powertrain is a hybrid engine system having both an internal combustion engine and at least one electric motor, or is part of such a hybrid engine system. As described herein, the powertrain may be configured as a series hybrid powertrain, a series-parallel hybrid powertrain, or any dual hybrid powertrain that allows for a series hybrid mode. In any of these embodiments, the powertrain may be a vehicle or part of a vehicle system (e.g., the vehicle system embodies the powertrain). During operation of the vehicle system, the powertrain provides mechanical power to propel the vehicle system (e.g., by rotating one or more final drive mechanisms, such as wheels). While the vehicle system is in motion, it may be desirable to stop or decelerate the vehicle system. Therefore, one or more braking mechanisms (such as engine braking (including compression brakes, exhaust brakes, or both), regenerative braking, friction braking, etc.) may be implemented to stop or decelerate the vehicle system.

[0015] In one example embodiment, the control system or controller receives a temperature value associated with the aftertreatment system and a regenerative power value associated with one or more motors of the system. The control system or controller compares the temperature value to a temperature threshold. In response to the temperature value being higher than the temperature threshold and the regenerative power value being at or above a first power threshold, the control system or controller causes the one or more motors to rotate the engine to cool the aftertreatment system. In response to the temperature value being lower than the temperature threshold and the regenerative power value being at or above a second power threshold, controller 140 causes the one or more motors to rotate the engine and activates a heater associated with the aftertreatment system to heat the aftertreatment system. In some cases, the amount of power generated via regenerative braking exceeds the battery power limit (e.g., the amount of power that the energy storage system can receive). In these cases, the engine may be rotated by one or more motors to consume excess regenerative braking power (e.g., regenerative braking power at or above the battery power limit), thereby avoiding exceeding the battery power limit. In some embodiments, the aftertreatment heater may be used to mitigate cooling of the aftertreatment system caused by the motor-driven engine.

[0016] From a technical and benefit perspective, the systems, computer-readable media, methods, and apparatus described herein provide improved thermal management for exhaust aftertreatment systems by automatically or substantially automatically managing and / or controlling the temperature of the aftertreatment system during predefined operations of the system, such as braking events. In one example embodiment, the systems, methods, and computer-readable media described herein advantageously utilize specific control strategies to mitigate heat losses in the aftertreatment system during braking events. That is, the systems, computer-readable media, and methods described herein provide a technical solution to address the technical problem of heat losses during braking events caused by reduced exhaust gas temperatures. More specifically, this technical problem lies in reduced catalytic activity caused by lower-than-desired aftertreatment system temperatures due to engine braking. This technical solution includes specific computer-based processes that mitigate heat losses in the aftertreatment system caused by engine braking, thereby improving (e.g., increasing) the catalytic activity in the aftertreatment system or mitigating the loss of such catalytic activity. By way of example, specific control strategies may include activating or increasing the heat output from heaters (e.g., electric heaters) in the aftertreatment system to heat the aftertreatment system. In another example, a particular control strategy may include operating a bypass valve configured to direct air that is relatively cooler than the temperature of the aftertreatment system away from the aftertreatment system in order to mitigate heat loss in the aftertreatment system.

[0017] As described above, in some embodiments, the controller or control system may heat the aftertreatment system and / or mitigate heat loss in the aftertreatment system. In other embodiments, since temperatures above a desired threshold can lead to reduced catalytic activity, the controller or control system may cool the aftertreatment system to or below a desired threshold. In one example embodiment, the systems, methods, and computer-readable media described herein advantageously utilize specific control strategies to further facilitate heat loss in the aftertreatment system during braking events (and particularly engine braking processes). That is, the systems, computer-readable media, and methods described herein provide a technical solution to address the technical problem of reduced catalytic activity caused by aftertreatment system temperatures above a desired level, which are due to transient engine conditions, engine load conditions, or other engine operating conditions that cause the aftertreatment system temperature to be above the desired level. This technical solution includes a specific computer-based process that utilizes the engine braking process as an opportunity to cool the aftertreatment system. More specifically, since engine braking causes heat loss in the aftertreatment system, the specific control strategy includes enhancing the effect of engine braking on heat loss. By way of example, the control strategy includes rotating or “turning” the motor to allow additional air (e.g., ambient air) to flow through the motor 102 and into the aftertreatment system 120. Since the ambient air is cooler than the aftertreatment system, it cools the aftertreatment system (e.g., to or below a desired temperature). These and other features and benefits will be described more fully below.

[0018] Now for reference Figures 1 to 3 The diagram illustrates a block diagram of a system 100 according to various example embodiments. System 100 includes an engine 102 and an aftertreatment system 120 in communication with the engine 102 for receiving exhaust gases. System 100 includes a controller 140 and an operator input / output (I / O) device 130, wherein the controller 140 is communicatively coupled to each of the aforementioned components.

[0019] In some embodiments, system 100 includes a turbine assembly 122 disposed between engine 102 and aftertreatment system 120, such that turbine assembly 122 is in exhaust gas receiving communication with engine 102 and exhaust gas supply communication with aftertreatment system 120. In these embodiments, aftertreatment system 120 is in exhaust gas receiving communication with engine 102 (e.g., via turbine assembly 122).

[0020] In some embodiments, system 100 is included in a vehicle. The vehicle can be any type of on-road or off-road vehicle, including but not limited to wheel loaders, forklifts, long-haul trucks, medium-duty trucks (e.g., pickup trucks), cars, coupes, tanks, aircraft, ships, and any other type of vehicle suited to the innovations described herein. In other embodiments, system 100 may be embodied in fixed equipment such as a generator or generator set. All such variations are intended to fall within the scope of this disclosure.

[0021] exist Figures 1 to 3 In the configuration shown, engine 102 is an internal combustion engine (ICE). Engine 102 consumes fuel (e.g., gasoline, diesel, hydrogen, natural gas, etc.) to generate power. Engine 102 includes one or more cylinders 104 (e.g., combustion cylinders). Cylinders 104 enable fuel to burn within engine 102. The combustion of fuel causes engine 102 to rotate (e.g., crankshaft, camshaft, etc.), and the rotation of the engine can be used to provide mechanical power to downstream components, systems, or subsystems (such as shafts, motors, and / or one or more wheels) of the vehicle embodying system 100.

[0022] like Figure 1 As shown, engine 102 includes six cylinders 104. However, it should be understood that engine 102 may include more than... Figure 1 The cylinders 104 may be more or fewer (e.g., at least one cylinder). In addition, the cylinders 104 may be provided in different arrangements (e.g., inline, horizontal, V-type or other suitable cylinder arrangements).

[0023] In some embodiments, and as shown in the figures, engine 102 may be part of a hybrid engine system having a combination of an internal combustion engine and at least one electric motor, the at least one electric motor being shown as... Figure 1 The first motor 160 and the second motor 166 in Figure 2 The third motor 170, and Figure 3 The fourth motor 182 and the fifth motor 188 are coupled to at least one energy storage system, which is shown as Figure 1 The first energy storage system in the middle 164, Figure 2 The second energy storage system 174, and Figure 3 The third energy storage system 186 in the system.

[0024] In the various embodiments described herein, the motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188) may be configured as motors, motor generators, electric starters, electric drive axles (eAxle), to-the-wheel (TTR) motors, in-wheel motors (IWM), or other types of motors. Furthermore, in some embodiments, multiple motors may be included in the system. In various embodiments, the motors may have different configurations (e.g., motors and motor generators).

[0025] In some embodiments, the motor may be configured to output power, such as electrical power and / or mechanical power, using power (e.g., electrical power from an energy storage system). In some embodiments, the motor may output mechanical power that at least partially moves the vehicle embodying the system. In some additional embodiments, the motor may be rotated (e.g., the motor's rotor may be rotated by engine 102 or another force, such as during regenerative braking, thereby causing the motor to rotate due to energy captured from braking), causing the motor to generate power (e.g., electrical power). The motor may provide the generated electrical power to an energy storage system (e.g., a first energy storage system 164, a second energy storage system 174, or a third energy storage system 186). In other words, the motor may capture electrical energy during braking, which is then provided to one or more components (e.g., the energy storage system), a process referred to as regenerative braking. During regenerative braking, the deceleration of the motor rotates a rotatable component of the motor (e.g., the rotor), which causes a magnetic field to be generated and electrical power to be output. The captured electrical power may be used for various operations, such as powering electric accessories (e.g., aftertreatment system heaters).

[0026] At least one energy storage system (e.g., a first energy storage system 164, a second energy storage system 174, or a third energy storage system 186) is configured to store electrical energy and selectively provide the stored electrical energy. For example, the energy storage system may be or include one or more batteries (e.g., individual battery cells, etc.), capacitors, supercapacitors, and / or other energy storage devices.

[0027] exist Figure 1In the illustrated embodiment, system 100 is configured as a series powertrain system including an engine 102, a first motor 160, a second motor 166, and a first energy storage system 164. System 100 may also include a first shaft 161 (e.g., output shaft, drive shaft, crankshaft, etc.) coupling the engine 102 to the first motor 160. That is, the first motor 160 is coupled to the engine 102 via the first shaft 161. In some embodiments, the first motor 160 is coupled to the engine 102 via the first shaft 161 and one or more additional components (such as a transmission, one or more gears, a gearbox, or other suitable components). The first motor 160 is configured to receive power (e.g., mechanical power) from the engine 102 (e.g., via the first shaft 161). That is, the first shaft 161 is configured to transmit mechanical power from the engine 102 to the first motor 160.

[0028] System 100 may also include an inverter 162 (e.g., an AC generator, etc.) configured to convert electrical power from alternating current (AC) to direct current (DC) (and vice versa), the AC power being generated, for example, by a first motor 160, and the DC power being used, for example, to charge an energy storage system 164. Inverter 162 couples the first motor 160 to the first energy storage system 164. In this way, the first motor 160 provides electrical power to the first energy storage system 164 via inverter 162. Inverter 162 also couples the first motor 160 to a second motor 166. The first motor 160 provides electrical power to the second motor 166 via inverter 162. Inverter 162 also couples the first energy storage system 164 to the second motor 166, such that (e.g., when the second motor 166 is propelling the vehicle) the first energy storage system 164 provides electrical power to the second motor 166 via inverter 162, and vice versa (e.g., during regenerative braking).

[0029] System 100 may also include a second shaft 167 (e.g., an output shaft, drive shaft, final drive, etc.) that couples a second motor 166 to an output, such as a wheel of a vehicle embodying system 100. In some embodiments, the second motor 166 is coupled to the output via the second shaft 167 and one or more additional components (e.g., a transmission, one or more gears, a gearbox, a differential, one or more clutches, etc.). Figure 1In the illustrated embodiment, the second shaft 167 is a drive shaft or output shaft coupled to the wheel. In other embodiments, the second shaft 167 may be coupled to an output shaft (e.g., a drive shaft, a final drive, etc.), and the second shaft 167 is configured to provide power (e.g., mechanical power) to the output shaft. In any of these embodiments, the second motor 166 is configured to provide power (e.g., mechanical power) to the wheel (e.g., via the second shaft 167). That is, the second shaft 167 is configured to transmit mechanical power from the second motor 166 to the wheel.

[0030] In an example implementation of the series powertrain system, engine 102 drives a first motor 160 (configured as a generator). The first motor 160 generates electrical power. This electrical power is used to charge a first energy storage system 164 and / or to power a second motor 166 (configured as an electric motor). The second motor 166 receives electrical power from the first motor 160 and / or the first energy storage system 164 and uses the received power to drive the wheels of the vehicle (e.g., via a second shaft 167 and / or one or more additional components, as described above). The second motor 166 may also generate electrical power (e.g., during regenerative braking) which can be used to charge the first energy storage system 164. In this way, both the first motor 160 and the second motor 166 can be used (e.g., via engine 102 and the regenerative braking process, respectively) to charge the first energy storage system 164.

[0031] exist Figure 2In the illustrated embodiment, system 100 is configured as a parallel powertrain system including an engine 102, a third motor 170, and a second energy storage system 174. System 100 may also include a shaft 171 (e.g., an output shaft, drive shaft, crankshaft, etc.) coupling the engine 102, the third motor 170, and an output (such as the wheels of a vehicle embodying system 100). That is, the third motor 170 is coupled to the engine 102 via shaft 171, and both the third motor 170 and the engine 102 are coupled to the output via shaft 171. In some embodiments, the engine is coupled to the third motor 170 via shaft 171 and one or more additional components (e.g., a transmission, one or more gears, a gearbox, a differential, one or more clutches, etc.). In some embodiments, both the third motor 170 and the engine 102 are coupled to the output via shaft 171 and one or more additional components (e.g., a transmission, one or more gears, a gearbox, a differential, one or more clutches, etc.). In this manner, shaft 171 facilitates the transfer of power from engine 102 to the output, from third motor 170 to the output, and / or from third motor 170 to engine 102. Shaft 171 is also coupled to the wheels of a vehicle embodying system 100, such that rotation of shaft 171 propels the vehicle. Figure 2 In the illustrated embodiment, shaft 171 is a drive shaft or output shaft coupled to the wheels. In other embodiments, shaft 171 may be coupled to an output shaft (e.g., a drive shaft, final drive, etc.), and shaft 171 is configured to provide power (e.g., mechanical power) to the output shaft. In any of these embodiments, since shaft 171 is coupled to both engine 102 and third motor 170, engine 102 and third motor 170 can propel the vehicle. For example, engine 102 and third motor 170 may rotate shaft 171 independently (e.g., one at a time) or at least partially simultaneously. In other words, shaft 171 is configured to transmit mechanical power from engine 102, third motor 170, or both to the wheels.

[0032] System 100 may also include an inverter 172 (e.g., an AC generator, etc.) configured to convert electrical power from alternating current (AC) to direct current (DC) (and vice versa), the AC power being generated, for example, by a third motor 170, and the DC power being used, for example, to charge a second energy storage system 174. Inverter 172 couples the third motor 170 to the second energy storage system 174. In this way, (e.g., during regenerative braking) the third motor 170 provides electrical power to the second energy storage system 174 via inverter 172. Additionally, the second energy storage system 174 may provide electrical power to the third motor 170, such that the third motor 170 can consume electrical power to generate mechanical power to propel the vehicle embodying system 100.

[0033] In an example implementation of the parallel powertrain system, engine 102 and a third motor 170 (which can be configured as an electric motor) are both coupled to shaft 171. Engine 102 and third motor 170 switch power to the wheels back and forth based on driving conditions, power demands, etc. (e.g., via shaft 171). Energy storage system 174 is charged by third motor 170 during regenerative braking.

[0034] exist Figure 3 In the illustrated embodiment, system 100 is configured as a series-parallel powertrain system including an engine 102, a power splitter 180, a fourth motor 182, a fifth motor 188, and a third energy storage system 186. System 100 may also include a first shaft 181 (e.g., output shaft, drive shaft, crankshaft, etc.) coupling the engine 102 to the power splitter 180, a second shaft 183 (e.g., output shaft, drive shaft, etc.) coupling the power splitter 180 to the fourth motor 182, and a third shaft 189 (e.g., output shaft, drive shaft, etc.) coupling the power splitter 180 to the fifth motor 188 and / or output terminals (such as wheels of a vehicle embodying system 100). In some embodiments, the engine 102 is coupled to the power splitter 180 via shaft 181 and one or more additional components (e.g., a transmission, one or more gears, a gearbox, a differential, one or more clutches, etc.). In some embodiments, engine 102 is coupled to the output via power splitter 180, third shaft 189, and one or more additional components (e.g., transmission, one or more gears, gearbox, differential, one or more clutches, etc.). In some embodiments, fifth motor 188 is coupled to the output via third shaft 189 and one or more additional components (e.g., transmission, one or more gears, gearbox, differential, one or more clutches, etc.). Figure 3 In the illustrated embodiment, the third shaft 189 is a drive shaft or output shaft coupled to the wheel. In other embodiments, the third shaft 189 may be coupled to an output shaft (e.g., a drive shaft, a final drive, etc.), and the third shaft 189 is configured to provide power (e.g., mechanical power) to the output shaft. In any of these embodiments, since the engine 102 and the fifth motor 188 are coupled to the third shaft 189, the engine 102 and the fifth motor 188 (individually or at least partially simultaneously) are configured to provide power (e.g., mechanical power) to the wheel (e.g., via the third shaft 189). That is, the third shaft 189 is configured to transmit mechanical power from the engine 102, the fifth motor 188, or both to the wheel.

[0035] The power splitter 180 is or includes one or more gears, shafts, or other suitable components for transmitting mechanical power. The power splitter 180 is configured to selectively transmit mechanical power from engine 102 to fourth motor 182 and / or from engine 102 to an output (e.g., a wheel). In some embodiments, the power splitter 180 may also enable the transmission of mechanical power from fifth motor 188 to engine 102 and / or from fourth motor 182 to engine 102.

[0036] By way of example, the power splitter 180 may include a gear shifting mechanism, gearbox, transmission or other suitable components for selectively coupling the first shaft 181 to the second shaft 183 (e.g. to facilitate the transfer of power from engine 102 to the fourth motor 182 and vice versa), or selectively coupling the first shaft 181 to the third shaft 189 (e.g. to facilitate the transfer of power from engine 102 to the output, or to facilitate the transfer of power from the fifth motor to engine 102).

[0037] System 100 may also include an inverter 184 (e.g., an AC generator, etc.) configured to convert electrical power from AC to DC (and vice versa), the AC power being generated, for example, by a fourth motor 182, and the DC power being used, for example, to charge energy storage system 186. Inverter 184 couples the fourth motor 182 to the third energy storage system 186. In this way, the fourth motor 182 provides electrical power to the third energy storage system 186 via inverter 184. Inverter 162 also couples the fourth motor 182 to a fifth motor 188. The fourth motor 182 provides electrical power to the fifth motor 188 via inverter 184. Inverter 184 also couples the third energy storage system 186 to the fifth motor 188, such that (e.g., when the fifth motor 188 is propelling the vehicle) the third energy storage system 186 provides electrical power to the fifth motor 188 via inverter 184, and vice versa (e.g., during regenerative braking).

[0038] In the first example scenario, engine 102 provides power to the output (e.g., to the wheels of the vehicle embodying system 100) via power splitter 180. For example, power splitter 180 couples a first shaft 181 to a third shaft 189, such that mechanical power is transferred from engine 102 to the output via the first shaft 181, power splitter 180, and third shaft 189.

[0039] In the second example scenario, engine 102 provides power to fourth motor 182 via power splitter 180. For example, power splitter 180 couples first shaft 181 to second shaft 183, such that mechanical power is transferred from engine 102 to fourth motor 182 via first shaft 181, power splitter 180, and second shaft 183. Fourth motor 182 generates electrical power. The electrical power is used to charge third energy storage system 186 via inverter 184 and / or to power fifth motor 188. Fifth motor 188 may receive power from fourth motor 182 and / or third energy storage system 186 via inverter 184 and consumes electrical power to generate mechanical power (e.g., to rotate third shaft 189, which in turn propels the vehicle).

[0040] Therefore, in an example implementation of a series-parallel hybrid powertrain, engine 102 can drive the final drive (e.g., wheels) (as in a parallel hybrid powertrain) and can be effectively disconnected from the wheels, with power supplied to the wheels only by the fifth motor 188 (as in a series hybrid powertrain).

[0041] refer to Figures 1 to 3 System 100 typically includes an intake duct 110 and an intake manifold 112. The intake duct 110 is configured to direct an intake gas flow, including air (e.g., ambient air, compressed air, etc.), to the intake manifold 112. The intake manifold 112 is configured to direct an intake gas flow from the intake duct 110 into the engine 102. More specifically, the intake manifold 112 is configured to direct air from the intake duct 110 to each cylinder in the cylinders 104.

[0042] System 100 includes an exhaust manifold 116 and an exhaust pipe 118. The exhaust manifold 116 is configured to direct exhaust gas flow from the engine to the exhaust pipe 118. More specifically, the exhaust manifold 116 is configured to direct exhaust gas flow from each of the cylinders 104 to the exhaust pipe 118. The exhaust pipe 118 is configured to direct exhaust gas flow from the exhaust manifold 116 to downstream components, such as an aftertreatment system 120 and / or a turbine unit 122. In some embodiments, a first portion of the exhaust pipe 118 is disposed between the exhaust manifold 116 and the turbine unit 122. The first portion of the exhaust pipe 118 is configured to direct exhaust gas flow from the exhaust manifold 116 to the turbine unit 122. In some embodiments, a second portion of the exhaust pipe 118 is disposed between the aftertreatment system 120 and the turbine unit 122. The second portion of the exhaust pipe 118 is configured to direct exhaust gas flow from the turbine unit 122 to the aftertreatment system 120.

[0043] In some embodiments, system 100 includes a bypass valve 119 (e.g., a solenoid valve, butterfly valve, shut-off valve, ball valve, etc.). The bypass valve 119 is positioned along exhaust conduit 118. Figures 1 to 3 As shown, the bypass valve 119 is located upstream of the turbine assembly 122. In other embodiments, the bypass valve 119 may be located downstream of the turbine assembly 122 and upstream of the aftertreatment system 120.

[0044] In any of these embodiments, the bypass valve 119 is operable between a first position and a second position. In the first position, the bypass valve 119 (e.g., via exhaust pipe 118) directs exhaust gases from engine 102 to aftertreatment system 120. In the second position, the bypass valve 119 (e.g., via exhaust tailpipe or another pipe) directs exhaust gases (such as at least a majority of the exhaust gases determined by the volumetric flow rate within a predefined time period) from engine 102 to the atmosphere. The bypass valve 119 may be selectively operated between the first and second positions (e.g., via a solenoid valve, actuator, etc., controlled by controller 140). In an example operating scenario, when engine 102 is burning fuel, the bypass valve 119 may be operated to the first position, such that exhaust gases containing carbon oxides, nitrogen oxides, sulfur oxides, particulate matter, etc., are directed to aftertreatment system 120.

[0045] The aftertreatment system 120 is in exhaust gas receiving communication with the engine 102. The aftertreatment system 120 includes components for reducing exhaust emissions, such as a selective catalytic reduction (SCR) catalyst, an oxidation catalyst (OC), a particulate filter (PF), multiple sensors for monitoring the aftertreatment system (e.g., a nitrogen oxide (NOx) sensor, a temperature sensor, etc.) and / or other components.

[0046] In some embodiments, the post-treatment system 120 includes at least one heater 123. This at least one heater may be at least one electric heater, at least one grille heater, etc. In the illustrated example, the at least one heater is at least one electric heater 123, which is configured to consume electrical energy and generate or produce heat. This electrical energy may be received from energy storage systems, such as a first energy storage system 164, a second energy storage system 174, and a third energy storage system 186. This electrical energy may also be received from motors, such as a first motor 160 and / or a fourth motor 182. The heat generated by the heater 123 can be used to heat exhaust gases flowing through the post-treatment system 120, which in turn can heat one or more components of the post-treatment system 120.

[0047] In some embodiments, the aftertreatment system 120 includes a reductant delivery system 124 (e.g., an exhaust fluid injector with an exhaust fluid supply), which may include a decomposition chamber (e.g., a decomposition reactor, reactor piping, decomposition tube, reactor tube, etc.) to convert a reductant (e.g., urea, Adblue®, urea aqueous solution (UWS), urea aqueous solution, etc.) into ammonia. The reductant delivery system 124 is configured to supply a reductant to the exhaust gas stream to assist catalytic reduction. The reductant may be injected by an injector upstream of the SCR catalyst member, such that the SCR catalyst member receives a mixture of the reductant and the exhaust gas. The reductant droplets undergo evaporation, pyrolysis, and hydrolysis processes to form non-NOx emissions (e.g., gaseous ammonia, etc.) within the decomposition chamber, the SCR catalyst member, and / or the exhaust gas piping system, which exit the aftertreatment system 120.

[0048] The turbine assembly 122 can be any type of turbomachinery, such as a turbocharger. In some embodiments, the turbine assembly 122 is a variable geometry turbocharger. In some embodiments, the turbine assembly 122 has different configurations. The turbine assembly 122 can be operatively coupled to the engine 102 and / or another component of the system 100 (such as a drivetrain, battery, motor, or other suitable component). In some embodiments, the turbine assembly 122 is configured to compress a gas flow (e.g., an intake gas flow, an exhaust gas flow, etc.) and supply the compressed gas flow to the engine 102. For example, as... Figure 1 As shown, the turbine unit 122 can be coupled to the intake manifold 112, so that the turbine unit can be operated to provide a flow of compressed gas to the engine 102 (e.g., via the intake manifold 112).

[0049] In some embodiments, system 100 includes a fuel system 150. Fuel system 150 is a system configured to direct fluids, such as fuels (e.g., diesel fuel, gasoline fuel, etc.) to tanks, pipes, pumps, filters, and / or any other components of engine 102. Fuel system 150 is coupled to engine 102. Fuel system 150 is configured to supply fuel to engine 102. Fuel system 150 is configured to receive fuel (e.g., from a gas station, from a fuel tank, etc.). In some embodiments, fuel system 150 is configured to selectively block fuel supply to engine 102 during engine braking.

[0050] As shown in the figure, system 100 includes multiple sensors 125. The number, placement, and type of sensors included in system 100 are shown for illustrative purposes only. That is, in other configurations, the number, placement, and type of sensors may be different. Sensor 125 may be a gas composition sensor (e.g., NO). xSensors include oxygen sensors, H2O / humidity sensors, temperature sensors, particulate matter (PM) sensors, flow sensors (e.g., mass flow sensors, volumetric flow sensors, etc.), other exhaust gas emission component sensors, pressure sensors, and combinations thereof. In an example embodiment, sensor 125 is configured as a temperature sensor to acquire data relating to the temperature of fluids such as exhaust gases in aftertreatment system 120, air at or near engine 102 (e.g., at or near intake manifold 112 of engine 102), or other fluids in system 100, and / or data relating to the temperature of components of system 100.

[0051] like Figure 1 As shown, sensor 125 may be located in or near the intake manifold 110, engine 102, fuel system 150, and / or aftertreatment system 120. It should be understood that the sensor location may vary, and system 100 may include more advanced technologies than [previous technologies]. Figure 1 The number of sensors may be more or less.

[0052] System 100 may also include additional sensors. These sensors may include engine-related sensors (e.g., torque sensors, speed sensors, pressure sensors, flow sensors, temperature sensors, etc.). Sensors may also include sensors associated with other components of the vehicle (such as aftertreatment system 120, turbine unit 122, or reductant delivery system 124). For example, sensors may include turbine unit 122 speed sensors, fuel quantity and injection rate sensors, fuel rail pressure sensors, etc.

[0053] Sensor 125 can be physical or virtual (i.e., a non-physical sensor configured as part of the program logic for various estimations or determinations in controller 140). For example, an engine speed sensor can be a physical or virtual sensor arranged to measure or otherwise acquire data, values, or information indicating the rotational speed (typically expressed in revolutions per minute) of engine 102. The sensor is coupled to the engine (when configured as a physical sensor) and configured to transmit a signal indicating the rotational speed of engine 102 to controller 140. When configured as a virtual sensor, controller 140 can use at least one input in algorithms, models, lookup tables, etc., to determine or estimate engine parameters (e.g., power output, etc.). Any of the sensors 125 described herein can be physical or virtual.

[0054] Controller 140 is coupled to sensor 125, and in particular communicatively coupled to the sensor. Therefore, controller 140 is configured to receive data from one or more sensors 125 and to provide instructions / information to one or more sensors 125. Controller 140 can use the received data to control one or more components in system 100, as described herein.

[0055] Operator input / output (I / O) device 130 may be coupled to controller 140, enabling information to be exchanged between controller 140 and the I / O device, wherein such information may relate to... Figure 1 The determination of one or more components or controllers 140 (described below). The operator I / O device enables the operator of system 100 to communicate with... Figure 1 The system 100 communicates with its controller 140 and one or more components. For example, operator input / output devices may include, but are not limited to, interactive displays, touchscreen devices, one or more buttons and switches, voice command receivers, etc. In this way, the operator input / output devices can provide the operator with one or more instructions or notifications, such as a fault indicator light (MIL) indication. Additionally, the vehicle may include a port that allows the controller 140 to connect to or couple to a scanning tool to obtain fault codes and other information related to the vehicle.

[0056] The controller 140 is configured to at least partially control the operation of system 100 and associated subsystems such as engine 102 and operator I / O device 130. Communication between and among the components can be made via any number of wired or wireless connections. For example, wired connections may include serial cables, fiber optic cables, CAT5 cables, or any other form of wired connection. In contrast, wireless connections may include the Internet, Wi-Fi, cellular networks, radio, etc. In one embodiment, a controller local area network (CAN) bus provides the exchange of signals, information, and / or data. The CAN bus includes any number of wired and wireless connections. Because the controller 140 is communicatively coupled to... Figure 1 The system and components, therefore the controller 140 is configured to... Figure 1 One or more of the components shown receive data. The structure and function of controller 140 will be combined Figure 2 Further description.

[0057] because Figure 1 The components are shown as being included in system 100, so controller 140 may be configured as one or more electronic control units (ECUs), such as one or more microcontrollers. Controller 140 may be separate from or included in at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control unit, an engine control module, etc.

[0058] In other embodiments of system 100 Figures 1 to 3 One or more of the components of the system 100 shown may be omitted and / or added to it.

[0059] Now for reference Figure 4 This illustrates an example embodiment. Figure 1 A schematic diagram of the controller 140 of system 100 is shown. As shown, controller 140 includes at least one processing circuit 202 having at least one processor 204 and at least one memory device 206, a braking control circuit 212, and a communication interface 216. Controller 140 is configured to control the operation of other components of system 100. In some embodiments, controller 140 may control the operation of fuel system 150, engine 102, one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182 and / or fifth motor 188) and / or other components of system 100 to achieve a desired aftertreatment system temperature, which in turn may improve (e.g., increase) the reduction of certain exhaust gas species (such as NOx) in aftertreatment system 120. For example, controller 140 may operate one or more valves (e.g., bypass valve 119), motors, actuators, heaters (e.g., electric heater 123) or other suitable devices to achieve a desired aftertreatment system temperature or temperature range. Example methods for components of system 100 are described herein. Figure 5 It has been described.

[0060] In one configuration, the braking control circuit 212 is embodied as a machine- or computer-readable medium storing instructions executable by a processor (such as processor 204). As described herein, among other uses, the machine-readable medium facilitates the performance of certain operations to achieve the reception and transmission of data. For example, the machine-readable medium can provide instructions (e.g., commands, etc.) to, for example, acquire data. In this respect, the machine-readable medium may include programmable logic defining the data acquisition frequency (or data transmission frequency). The computer-readable medium instructions may include code that can be written in any programming language, including but not limited to Java and any conventional procedural programming language, such as the "C" programming language or similar programming languages. The computer-readable program code can be executed on one processor or multiple remote processors. In the latter scenario, the remote processors can be connected to each other via any type of network (e.g., CAN bus, etc.).

[0061] In another configuration, the braking control circuit 212 is embodied as a hardware unit, such as one or more electronic control units. Therefore, the braking control circuit 212 can be embodied as one or more circuit components, including but not limited to processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the braking control circuit 212 may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (ICs), discrete circuits, system-on-a-chip (SoC) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of "circuit". In this respect, the braking control circuit 212 may include any type of component for performing or facilitating the implementation of the operations described herein. For example, the circuits 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, and wiring, etc. The braking control circuit 212 may also include or be programmable hardware devices, such as field-programmable gate arrays, programmable array logic units, or programmable logic devices, etc. The braking control circuit 212 may include one or more memory devices for storing instructions executable by a processor of the braking control circuit 212. The one or more memory devices and the processor may have the same definitions provided below with respect to memory device 206 and processor 204. In some hardware unit configurations, the braking control circuit 212 may be geographically distributed across various individual locations within the vehicle. Alternatively, and as shown, the braking control circuit 212 may be embodied in or within a single unit / housing, which is shown as controller 140.

[0062] In the illustrated example, controller 140 includes at least one processing circuit 202 having at least one processor 204 and at least one memory device 206. The processing circuit 202 may be constructed or configured to execute or implement the instructions, commands, and / or control processes described herein with respect to brake control circuit 212. The depicted configuration indicates that brake control circuit 212 is embodied as a machine or computer-readable medium storing instructions (which may be stored by memory device 206). However, as mentioned above, this illustration is not intended to be limiting, as this disclosure contemplates other embodiments in which brake control circuit 212 is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of this disclosure.

[0063] At least one processor 204 may be implemented as one or more single-chip or multi-chip processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), and / or suitable processors (e.g., other programmable logic devices, discrete hardware components, etc., to perform the functions described herein). The processor may be a microprocessor, a set of processors, etc. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, a combination of one or more microprocessors with a DSP core, or any other such configuration. In some embodiments, one or more processors may be shared by multiple circuits. Alternatively or additionally, one or more processors may be configured to perform or otherwise perform certain operations independently of one or more coprocessors. In other example embodiments, two or more processors may be bus-coupled to enable independent, parallel, pipelined, or multithreaded instruction execution. All such variations are intended to fall within the scope of this disclosure.

[0064] The at least one memory device 206 (e.g., memory, storage cell, storage device) may include one or more means (e.g., RAM, ROM, flash memory, hard disk storage) for storing data and / or computer code to perform or facilitate the various processes, layers, and modules described herein. For example, memory device 206 may include dynamic random access memory (DRAM). Memory device 206 may be communicatively connected to processor 204 to provide processor 204 with computer code or instructions for performing at least some of the processes described herein. Furthermore, memory device 206 may be or include tangible, non-transient volatile memory or non-volatile memory. Thus, memory device 206 may include database components, object code components, script components, or any other type of information structure to support the various activities and information structures described herein.

[0065] Communication interface 216 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wired terminals) for (when system 100 is embodied within a vehicle) to communicate data with various systems, devices, or networks configured to enable in-vehicle communication (e.g., between and within vehicle components) and out-of-vehicle communication (e.g., using a remote server). For example, regarding out-of-vehicle / system communication, communication interface 216 may include Ethernet cards and ports for transmitting and receiving data via Ethernet-based communication networks, and / or Wi-Fi transceivers for communication via wireless communication networks. Communication interface 216 may be configured to communicate via a local area network or a wide area network (e.g., the Internet) and may use various communication protocols (e.g., IP, LON, Bluetooth, Wi-Fi, radio, cellular, near-field communication).

[0066] like Figure 2 As shown, the communication interface 216 enables communication with the engine 102, the aftertreatment system 120 (and / or its components, such as heater 123 and / or reductant delivery system 124), one or more sensors 125, the fuel system 150, and / or one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188). In some embodiments, the communication interface 216 enables communication with other components of the system 100, such as bypass valve 119, energy storage systems (e.g., first energy storage system 164, second energy storage system 174, or third energy storage system 186).

[0067] In some embodiments, controller 140 may receive "look-ahead data." This "look-ahead data" refers to information relating to one or more future engine and / or vehicle operating conditions, such as upcoming road conditions (e.g., traffic construction), road gradient (uphill, flat, downhill), route curvature information, and / or weather conditions (e.g., wind speed and direction, ambient temperature, etc.). Look-ahead data may be received from one or more sensors 125 (e.g., road gradient sensors, ambient temperature sensors, etc.) and / or from a remote computing system (e.g., weather services, traffic services, or other services). In some embodiments, look-ahead data may also include information relating to vehicle routes, such as starting location, destination location, turn-by-turn navigation between starting and destination, departure time, expected arrival time, estimated arrival time, etc.

[0068] Controller 140 may determine or receive information indicating that a braking event is beginning or is expected to occur. For example, based on received operator input (e.g., pressing the brake pedal, activating the lever or button, etc.), and / or the vehicle speed being at or above (or expected to be at or above) a predetermined threshold under certain road conditions (e.g., on a downhill or negative gradient road), controller 140 may receive an indication or determine that a braking event is beginning or is expected to occur. In response to determining that a braking event is beginning or is expected to occur, or receiving information indicating that a braking event is beginning or is expected to occur, controller 140 may receive or determine a "braking power demand value".

[0069] In some embodiments, controller 140 may receive data relating to a braking power demand value (e.g., from one or more sensors 125). The "braking power demand" value is the amount of power requested to be applied to slow or decelerate engine 102. The braking power demand value may be measured in horsepower, watts, or another suitable unit of power. In some embodiments, the braking power demand is based on user input, such as a user pressing the brake pedal or another suitable user input. In other embodiments, the braking power demand is based on sensor data received from one or more sensors 125, such as sensor data relating to cruise control or adaptive cruise control systems, indicating that the speed of the vehicle embodying system 100 is at or above a target speed value, and / or (in the case of adaptive cruise control) the distance between system 100 and the vehicle or other obstacle in front of system 100 is at or below a predetermined threshold (e.g., a minimum or target following distance).

[0070] In some embodiments, the controller 140 may use one or more of a lookup table or a model (e.g., a mathematical model, a machine learning model, an artificial intelligence model, etc.) to determine the braking power demand value. As a specific example, the requested braking power demand value may vary depending on the amount of time the brake pedal is depressed, such that further depressing of the brake pedal corresponds to a greater requested braking power (a higher braking power demand value).

[0071] During a braking event, controller 140 may implement one or more braking controls. More specifically, controller 140 (or one or more components of the controller, such as brake control circuitry 212) is configured to enable or implement one or more braking controls or braking mechanisms. In some embodiments, one or more braking controls include a regenerative braking process or operation in which one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188) thereby capture energy from braking to generate electrical power. In some embodiments, one or more braking controls include an engine braking process or operation (e.g., a “standard” or “conventional” engine braking process) thereby stopping fuel combustion in engine 102 (e.g., because controller 140 causes fuel system 150 to stop supplying fuel to engine 102) and slowing the rotation of engine 102 due to cylinder 104 compressing the air (e.g., ambient air) therein. In some embodiments, the regenerative braking process and the engine braking process may be performed simultaneously or partially simultaneously. In other embodiments, one or more braking controls include a friction braking process, thereby activating a friction brake to slow down engine 102. Controller 140 may implement any of the braking processes described above individually or in combination (e.g., sequentially or at least partially simultaneously).

[0072] Controller 140 is configured to enable or implement one or more controls to achieve a desired aftertreatment system temperature or temperature range, which in turn improves (e.g., increases) the reduction of certain exhaust gas species (such as NOx) in aftertreatment system 120. More specifically, controller 140 is configured to enable or implement one or more controls before (e.g., at a predefined distance and / or time before an expected or predicted braking event) and / or during a braking event.

[0073] In one example implementation, during conventional engine braking, the temperature of the air (e.g., ambient air) passing through engine 102 and entering aftertreatment system 120 is significantly lower than the temperature of aftertreatment system 120 (or one or more of its components), causing the components of aftertreatment system 120 to cool. Cooling the components of aftertreatment system 120 below a predetermined threshold or below a predetermined range of desired temperature values ​​may result in reduced catalytic activity, which in turn may lead to an increase in the amount of harmful exhaust gas components (e.g., NOx) in the exhaust gas at the outlet of aftertreatment system 120.

[0074] Advantageously, the controller or control system 140 described herein may enable or implement one or more controls to mitigate heat loss (e.g., cooling) of the aftertreatment system 120 during normal engine braking processes, in order to maintain or heat the aftertreatment system 120 or one or more of its components. By way of example, the controller 140 may activate or increase the heat output by the electric heater 123.

[0075] In another example implementation, when the aftertreatment system temperature exceeds a predetermined threshold or a predetermined range of desired temperature values, the catalytic activity of the catalyst components in the aftertreatment system 120 may decrease, which could subsequently lead to an increase in the amount of harmful exhaust gas components (e.g., NOx) in the exhaust gas at the outlet of the aftertreatment system 120. Furthermore, when the aftertreatment system temperature exceeds the predetermined threshold or a predetermined range of desired temperature values, the catalyst components may be damaged or prematurely aged. In these cases, conventional engine braking alone may not provide sufficient cooling to reduce the aftertreatment system temperature to or below the predetermined threshold or within the predetermined range of desired temperature values. Advantageously, the controller 140 may enable or implement one or more controls to further cool the aftertreatment system 120 during engine braking by modifying and implementing the modified engine braking process.

[0076] In some embodiments, controller 140 may modify a standard engine braking process or operation (e.g., a “modified” engine braking process) and implement a modified engine braking process (e.g., as part of one or more braking controls). The modified engine braking process includes controller 140 selectively causing one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188) to rotate or “turn” engine 102 to allow additional airflow through engine 102 and into aftertreatment system 120. For example, controller 140 may cause one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188) to consume electrical energy (e.g., received from a self-regenerative braking process and / or received from an energy storage system, such as first energy storage system 164, second energy storage system 174, or third energy storage system 186) to rotate engine 102.

[0077] As an example, controller 140 may implement a modified engine braking process in response to an aftertreatment system temperature value exceeding a predefined upper threshold associated with a desired switching operating range. The "desired switching operating range" refers to a set of temperature values ​​corresponding to the desired operating temperature of aftertreatment system 120. Operating aftertreatment system 120 at temperatures above the desired switching operating range (e.g., above the predefined upper threshold) may result in reduced or undesirable catalytic activity, which in turn may lead to an increase in harmful exhaust gas emissions (e.g., NOx) at the outlet of aftertreatment system 120. Operating aftertreatment system 120 at temperatures below the desired switching operating range (e.g., below the predefined lower threshold) may also result in reduced or undesirable catalytic activity, which may in turn may lead to an increase in harmful exhaust gas emissions (e.g., NOx) at the outlet of aftertreatment system 120. Advantageously, the modified engine braking process (compared to the standard engine braking process) allows additional air (e.g., ambient air) to flow through the engine 102 and into the aftertreatment system 120, which may in turn reduce the temperature of the aftertreatment system to or below a predefined upper limit threshold.

[0078] Additionally and / or alternatively, the controller 140 may implement one or more additional controls to achieve the desired aftertreatment system temperature by mitigating heat loss during engine braking (e.g., when the aftertreatment system temperature is at or below a predetermined lower threshold associated with the desired switching operating range) and / or by reducing the aftertreatment system temperature during engine braking (e.g., when the aftertreatment system temperature is above a predetermined upper threshold).

[0079] In one example embodiment, controller 140 may implement a first control whereby controller 140 limits the speed of engine 102 based on a braking power demand value. In response to receiving the braking power demand value, controller 140 may limit the speed of engine 102 to a predefined engine speed value based on that braking power demand value. As an example, controller 140 may use one or more of a lookup table or model (e.g., a mathematical model, a machine learning model, etc.) that associates the braking power demand value with the predefined engine speed value. Controller 140 may receive the predefined engine speed value as output from the lookup table or model, and in response to receiving the predefined engine speed value, controller 140 may cause engine 102 to reduce its speed approximately to the predefined engine speed value. Advantageously, limiting the engine speed value to the predefined engine speed value can reduce or minimize the amount of air (e.g., ambient air) passing through engine 102 to aftertreatment system 120, thereby mitigating heat loss due to engine braking. The lower the engine speed, the less air is drawn into the aftertreatment system to lower its temperature.

[0080] In another example embodiment, controller 140 may implement a second control, thereby enabling a regenerative braking process during engine braking. During the regenerative braking process, controller 140 causes a motor (e.g., a second motor 166, a third motor 170, or a fifth motor 188) to generate electrical energy by absorbing mechanical energy from a corresponding shaft (e.g., a second shaft 167, a shaft 171, or a third shaft 189, respectively). Controller 140 may cause a corresponding inverter (e.g., inverter 162, inverter 172, or inverter 184, respectively) to provide the generated electrical power to a corresponding energy storage system (e.g., a first energy storage system 164, a second energy storage system 174, or a third energy storage system 186, respectively) to charge the corresponding energy storage system.

[0081] Additionally, during engine braking, the controller 140 can cause the corresponding inverter (e.g., inverter 162, inverter 172, or inverter 184, respectively) to supply the generated electrical power to the heater 123 to heat the ambient air entering the aftertreatment system 120. Providing the generated electrical power to the heater 123 to heat the ambient air entering the aftertreatment system 120 during a braking event reduces heat loss in the aftertreatment system during engine braking by directly heating the ambient air entering the aftertreatment system 120. Advantageously, regenerative braking is implemented during engine braking to directly mitigate heat loss caused by engine braking using braking energy.

[0082] Referring again to the second control, implementing regenerative braking during engine braking can reduce the speed of engine 102 to a greater extent compared to engine braking alone. As described above with respect to the first example embodiment, the reduced speed of engine 102 during engine braking can result in a reduction of ambient air entering the aftertreatment system 120, which in turn advantageously mitigates heat loss caused by engine braking.

[0083] The controller 140 can implement the regenerative braking process based on, for example, the current engine speed, braking power demand value, and / or road conditions. As an example, the controller 140 can implement the regenerative braking process when the road gradient is below a threshold (e.g., a negative road gradient indicating downhill road conditions) and when the engine speed value exceeds a predetermined engine speed threshold. When the regenerative braking process is implemented, the motors (e.g., the second motor 166, the third motor 170, and / or the fifth motor 188) rotate in reverse to slow down the vehicle and / or the engine 102.

[0084] In yet another example embodiment, controller 140 may implement a third control, whereby controller 140 controls the operation of bypass valve 119 during engine braking. By way of example, during engine braking, controller 140 may operate bypass valve 119 (e.g., to open or partially open bypass valve 119), causing ambient air flowing through engine 102 to be diverted to the atmosphere (e.g., instead of aftertreatment system 120). In some embodiments, controller 140 may implement the third control in response to a temperature value of the aftertreatment system being at or below a temperature threshold (e.g., a predetermined lower threshold). In this way, the amount of ambient air entering aftertreatment system 120 is reduced, which in turn mitigates aftertreatment system cooling due to ambient air.

[0085] In yet another example embodiment, controller 140 may use any combination of first, second, or third controls based on look-ahead data (e.g., as a supplement to or replacement of current or "real-time" sensor data). As an example, controller 140 may implement the first, second, third, or combinations thereof in response to look-ahead data indicating that a future aftertreatment system temperature value will be at or below a predetermined lower threshold associated with a desired transition operating range. Controller 140 may receive a future aftertreatment system temperature value (e.g., as part of the look-ahead data) and / or determine the future aftertreatment system temperature value based on the look-ahead data. For example, the future aftertreatment system temperature value may be based on the current aftertreatment system temperature value, current or expected engine operating conditions during a predetermined time period, and a lookup table or model that associates the current aftertreatment system temperature value and the current or expected engine operating conditions with the future aftertreatment system temperature value.

[0086] In some embodiments, reducing the speed of engine 102 during engine braking when implementing a first control, a second control, or a combination thereof (using current or prospective data) may, in certain circumstances, result in heating the aftertreatment system 120 (or one or more components thereof). For example, implementing the first control, the second control, or a combination thereof may result in heating the aftertreatment system 120 (or one or more components thereof) if the ambient air temperature entering the aftertreatment system 120 is at or above a predetermined temperature threshold, and / or when the flow rate of ambient air entering the aftertreatment system 120 (e.g., mass flow rate, volumetric flow rate, etc.) is at or below a predetermined flow rate threshold.

[0087] In yet another example embodiment, controller 140 may implement a fourth control to extend the duration (e.g., a time period) of the engine braking process. As an example, controller 140 may use look-ahead data to predict when a braking event will occur or is likely to occur. As described above, controller 140 may determine that a braking event will occur or is likely to occur based on operator input (e.g., pressing the brake pedal, activating a joystick or button, etc.) and / or the expected vehicle speed under certain road conditions (e.g., downhill conditions) at or above a predetermined threshold. In response to the prediction that a braking event will occur or is likely to occur within a predetermined duration (e.g., within a predetermined time period from the current time or within a predetermined distance from system 100), controller 140 may implement the engine braking process. Additionally, controller 140 may implement one or more of the first, second, or third controls described above. In this way, controller 140 may implement the engine braking process (and optionally one or more controls) before receiving user input related to a braking power demand value, thereby extending the duration of the engine braking process. By way of example, controller 140 can implement a second control to increase the amount of energy captured during the regenerative braking process. Therefore, extending the duration of the engine braking process advantageously increases the total amount of electrical energy available to heater 123 for heating the air entering aftertreatment system 120.

[0088] In an example embodiment, controller 140 receives a temperature value related to post-processing system 120. Controller 140 also receives a regenerative power value related to one or more motors of system 100 (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188). Controller 140 compares the temperature value to a temperature threshold. In response to a temperature value higher than the temperature threshold and a regenerative power value at or above a first power threshold, controller 140 causes one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188) to rotate motor 102. In response to a temperature value below a temperature threshold and a regeneration power value at or above a second power threshold, controller 140 causes one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182 and / or fifth motor 188) to rotate motor 102 and activates heater 123 associated with after-treatment system 120 to heat after-treatment system 120.

[0089] In some embodiments, controller 140 compares the regenerative power value with a regenerative power threshold corresponding to the amount of electrical power required by one or more predefined power subsystems of system 100. The regenerative power value is at or above the regenerative power threshold when the electrical power generated by one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188) exceeds the amount of electrical power required by one or more predefined power subsystems of the system. In response to the regenerative power value being at or above the regenerative power threshold, a temperature value is compared with a temperature threshold.

[0090] Figure 5 This is a flowchart of an example method 300 for implementing one or more controls to achieve a desired aftertreatment system temperature value. Specifically, controller 140 and / or one or more components thereof (such as brake control circuitry 212) are configured to implement one or more controls before or during a braking event to achieve the desired aftertreatment system temperature value. As described herein, a braking event may include an engine braking process, a regenerative braking process, or both. That is, controller 140 may selectively cause one or more components of system 100 to implement an engine braking process, a regenerative braking process, or both during a braking event. It should be understood that the order of methods 300 is shown only as an example. That is, they may be implemented simultaneously, partially simultaneously, sequentially, and / or in conjunction with... Figure 5 One or more processes may be executed in different orders as shown. Furthermore, some processes in method 300 may be omitted, while others may be added to method 300. Method 300 may be executed periodically and / or dynamically in response to changes in information received, for example, from sensor 125.

[0091] At process 302, controller 140 receives sensor data and / or look-ahead data. Sensor data may be received from one or more sensors 125. In some embodiments, sensor data may include information related to braking events, such as braking power demand values ​​received from the corresponding sensor. In some embodiments, sensor data may include information related to energy storage systems (e.g., first energy storage system 164, second energy storage system 174, or third energy storage system 186), such as state of charge (SOC) values.

[0092] In some embodiments, sensor data may include information relating to the aftertreatment system 120. For example, sensor data may include aftertreatment system temperature values ​​received from one or more temperature sensors 125, relating to the temperature of one or more components of the aftertreatment system 120 and / or the temperature of exhaust gas flowing through the aftertreatment system 120. In another example, sensor data may include aftertreatment system storage values, particularly ammonia (NH3) storage values ​​relating to the amount of ammonia stored by components of the aftertreatment system 120, such as catalyst components (e.g., SCR catalyst components). By way of example, controller 140 may receive ammonia storage values ​​for the aftertreatment system 120 and / or its components (e.g., SCR catalyst components). The ammonia storage value refers to the amount of ammonia stored by the aftertreatment system 120 and / or its components. Controller 140 may receive the ammonia storage value from memory device 206 or as the output of a model or lookup table. By way of example, a model or lookup table may associate one or more inputs (such as temperature, NOx value, or other suitable inputs that may be received from the corresponding sensor 125) with the ammonia storage value. For example, ammonia storage values ​​can be determined based on at least one suitable empirical formula (e.g., using data from one or more components of the system), a physics-based model, or a mapping-based model, and / or via another suitable method. For example, laboratory results can be used to correlate one or more inputs (e.g., engine output NOx value (EONOx value), temperature, etc.) under various operating conditions (e.g., catalyst aging, operating conditions, etc.) to determine ammonia storage values ​​under various operating conditions. The following are various examples of ammonia storage control.

[0093] In some embodiments, sensor data may include information relating to one or more motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188), such as a “regenerative power value” received from one or more sensors 125 (e.g., power sensors, voltage sensors, current sensors, etc.). A “regenerative power value” refers to the amount of power generated by the motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188) during a regenerative braking process. In some embodiments, the regenerative power value is an instantaneous value. In other embodiments, the regenerative power value is an average value measured over a predefined time period.

[0094] Controller 140 may determine the regenerative power value based on information received from one or more sensors. In one example embodiment, controller 140 may receive a voltage value related to the voltage of the electrical power generated by the motor from a voltage sensor coupled to the motor. Controller 140 may determine the regenerative power value based on the voltage value and a known resistance value. This known resistance value is the resistance (in ohms) of the circuitry connecting the energy storage system (e.g., first energy storage system 164, second energy storage system 174, or third energy storage system 186) to the motor. This known resistance value may include the resistance of the energy storage system. In some embodiments, the regenerative power value may be equal to the square of the voltage divided by the known resistance value.

[0095] In another example implementation, controller 140 may receive a current value related to the current of the electrical power generated by the motor from a current sensor coupled to the motor. Controller 140 may determine a regenerative power value based on the current value and a known resistance value. In some implementations, the regenerative power value may be equal to the square of the current multiplied by the known resistance value.

[0096] In some embodiments and as described above, forward-looking data may be received from one or more sensors 125 (e.g., road slope sensors, ambient temperature sensors, etc.) and / or from a remote computing system (e.g., weather services, traffic services, or other services). In some embodiments, forward-looking data may include information relating to one or more future engine and / or vehicle operating conditions, such as upcoming road conditions (e.g., traffic construction, etc.), road slope (uphill, flat, downhill), and / or weather conditions (e.g., wind speed and direction, ambient temperature, etc.). In some embodiments, forward-looking data may include information relating to vehicle routes, such as starting location, destination location, directional navigation between the starting point and destination, departure time, expected arrival time, estimated arrival time, etc.

[0097] At process 304, controller 140 determines whether a regenerative braking process is currently occurring or predicted (e.g., within a predefined time period). In some embodiments, controller 140 may determine that a regenerative braking process is currently occurring in response to a braking power demand value being at or above a predefined braking power threshold. For example, when the braking power demand value is at or above the braking power threshold, controller 140 may determine that there is sufficient energy for motors (e.g., first motor 160, second motor 166, third motor 170, fourth motor 182, and / or fifth motor 188) to capture and convert into electrical energy, which can be reused for other applications (e.g., charging one or more batteries, operating electronic devices, etc.). In some embodiments, controller 140 may determine that a regenerative braking process is currently occurring in response to a regenerative power value being at or above a first regenerative power threshold. The first regenerative power threshold is the minimum amount of power generated by the motor that can be detected by one or more sensors. For example, when a motor (e.g., a first motor 160, a second motor 166, a third motor 170, a fourth motor 182, and / or a fifth motor 188) is capturing energy and converting it into electrical power (e.g., during a regenerative braking process), the regenerative power value is positive (e.g., greater than zero). Therefore, when the regenerative power value is at or above a first regenerative power threshold, the motor is generating electrical power.

[0098] In response to determining that a regenerative braking process is occurring, controller 140 may proceed to process 308. For example, in response to at least one of a braking power demand value being at or above a braking power threshold and / or a regenerative power value being at or above a first regenerative power threshold, controller 140 may proceed to process 308.

[0099] In some embodiments, controller 140 may determine, based on look-ahead data, that a regenerative braking process is predicted to occur (e.g., within a predefined time period). For example, controller 140 may determine the predicted regenerative braking process based on look-ahead data indicating an impending speed change (e.g., a reduction), such as stop signs, traffic lights, speed limit changes (e.g., a speed limit reduction), increased traffic volume, reduced road gradient, reduced cruise control speed, etc. That is, controller 140 is configured to predict, based on look-ahead data, that a regenerative braking process will occur (or may occur) within a predefined time period or operating time period. In response to determining that a regenerative braking process is predicted to occur, controller 140 may proceed to process 306 and / or process 308.

[0100] In response to determining that no regenerative braking process has occurred and / or in response to determining that a regenerative braking process is predicted not to occur, controller 140 may return to process 302.

[0101] At process 306, in response to determining that a regenerative braking process is predicted to occur, controller 140 may increase the speed of engine 102 (e.g., engine speed value) (e.g., from a first value to a second value greater than the first value). Advantageously, by increasing the engine speed value before the regenerative braking process, the duration (e.g., amount of time) during which the predicted regenerative braking process will occur will increase. As described above, increasing the duration of the engine braking process advantageously increases the total amount of electrical energy generated during the regenerative braking process, which can then be used for other functions of system 100, such as powering heater 123.

[0102] At process 308, controller 140 compares the regenerated power value with a second regenerated power threshold. In some embodiments, the second regenerated power threshold is the amount of electrical power required to power the electrical system (excluding the motor) of system 100. For example, the second regenerated power threshold may be the sum of the electrical power required to power the lights, dashboard, HVAC system, and / or other electrical systems of system 100. When the regenerated power value is at or above the second regenerated power threshold, the power generated by the motor is greater than the power used by the electrical system of system 100.

[0103] In other embodiments, the second regenerative power threshold is the amount of power that can be received by an energy storage system (e.g., a first energy storage system 164, a second energy storage system 174, or a third energy storage system 186), referred herein as an "energy storage system limit" or "battery power limit." This battery power limit may be based on, for example, the current state of charge (SOC) of the energy storage system. For example, the battery power limit is relatively high at relatively low SOC values ​​and relatively low at relatively high SOC values. When the regenerative power value is at or above the second regenerative power threshold, the power generated by the motor is greater than the power available to charge the energy storage system.

[0104] In response to the regeneration power value being at or above the second regeneration power threshold, controller 140 continues to process 312. In response to the regeneration power value being below the second regeneration power threshold, controller 140 returns to process 302.

[0105] At process 312, controller 140 compares the post-processing system temperature value with a first temperature threshold (e.g., a predetermined lower threshold associated with the desired conversion operating range). In response to the post-processing system temperature value being at or above the first temperature threshold (indicating that post-processing system 120 does not require further heating and / or that post-processing system 120 can be cooled while maintaining desired post-processing system performance), controller 140 proceeds to process 316. In response to the post-processing system temperature value being below the first temperature threshold (indicating that post-processing system 120 can be further heated to achieve desired post-processing system performance and / or that cooling of post-processing system 120 should be reduced to prevent undesirable post-processing system performance), controller 140 proceeds to process 320.

[0106] At process 316, controller 140 compares a power value with a first power threshold. The first power threshold is the amount of power required by the motors (e.g., first motor 160, third motor 170, fourth motor 182, and / or fifth motor 188) to rotate engine 102. In some embodiments, the power value is a regenerative power value. In other embodiments, the power value is an “excess” power value. An “excess” power value is the difference between the regenerative power value and the amount of power being used by system 100 (e.g., for charging the energy storage system and / or powering one or more electrical devices such as heater 123). In response to a power value at or above the first predetermined power threshold (indicating sufficient power for the modified engine braking process), controller 140 may proceed to process 318. In response to a power value below the first power threshold, controller 140 may return to process 302. Additionally and / or alternatively, in response to a power value below the first power threshold, controller 140 may implement a conventional engine braking process.

[0107] At process 318, controller 140 causes a motor (e.g., first motor 160, third motor 170, or fifth motor 188) to rotate engine 102. For example, controller 140 may implement a modified engine braking process. Advantageously, regenerative braking power and / or excess power are used to rotate engine 102 via the motor (e.g., first motor 160, third motor 170, or fifth motor 188), allowing controller 140 to control the airflow entering aftertreatment system 120 through engine 102. By way of example, controller 140 may limit the airflow entering aftertreatment system 120 through engine 102 to mitigate air cooling of aftertreatment system 120.

[0108] At process 320, controller 140 compares a power value with a second power threshold. The second power threshold is the sum of the power required for the motors (e.g., first motor 160, third motor 170, fourth motor 182, and / or fifth motor 188) to rotate engine 102 and the power required for heater 123 to operate (e.g., heat exhaust gas). Therefore, the second power threshold is greater than the first power threshold. In some embodiments, the power value is a regenerative power value. In other embodiments, the power value is an excess power value. In response to a power value at or above the second power threshold (indicating sufficient power for a modified engine braking process), controller 140 may proceed to process 322. In response to a power value below the second power threshold, controller 140 may return to process 302. Additionally and / or alternatively, in response to a power value below a second predetermined power threshold, controller 140 may implement a conventional engine braking process.

[0109] At process 322, controller 140 causes a motor (e.g., first motor 160, third motor 170, or fifth motor 188) to rotate engine 102. For example, controller 140 can implement a modified engine braking process. Advantageously, regenerative braking power and / or excess power are used to rotate engine 102 via the motor (e.g., first motor 160, third motor 170, or fifth motor 188), allowing controller 140 to control the airflow entering aftertreatment system 120 through engine 102. By way of example, controller 140 can increase the airflow entering aftertreatment system 120 through engine 102 to increase the braking power of engine 102 during a modified engine braking process.

[0110] Additionally, at process 322, controller 140 activates or increases the heat output of heater 123. Advantageously, (e.g., using regenerative braking power and / or excess power) activating or increasing the heat output of heater 123 allows controller 140 to control the airflow entering aftertreatment system 120 through engine 102. By way of example, controller 140 can increase the airflow entering aftertreatment system 120 through engine 102 to increase the braking power of engine 102 during a modified engine braking process.

[0111] In some embodiments, method 300 may optionally include processes 330 and 332. By way of example, process 330 may be executed sequentially after process 318 and / or process 322. By another example, process 330 may be executed simultaneously or partially simultaneously with processes 316, 318, 320 and / or process 332.

[0112] At process 330, controller 140 compares the ammonia storage value with a predetermined ammonia storage threshold. The ammonia storage threshold corresponds to the minimum desired amount of ammonia stored by the aftertreatment system 120 or more specifically by its components, such as catalyst elements. When the ammonia storage value is below the ammonia storage threshold, the amount of ammonia stored by the catalyst elements is less than the minimum desired amount, which may result in reduced catalytic activity. In response to the ammonia storage value being at or above the ammonia storage threshold (indicating the presence of the desired amount of ammonia in the aftertreatment system 120), controller 140 may return to process 302. In response to the ammonia storage value being below the ammonia storage threshold (indicating the amount of ammonia in the aftertreatment system 120 is less than the desired amount), controller 140 continues to process 332. At process 332, controller 140 causes the reductant delivery system 124 to inject reductant into the aftertreatment system 120.

[0113] As used herein, the terms “about,” “approximately,” “substantially,” and similar terms are intended to have a broad meaning consistent with common and accepted usage by one of ordinary skill in the art to which the subject matter of this disclosure pertains. Those skilled in the art who read this disclosure will understand that these terms are intended to allow for the description of certain features described and claimed, without limiting the scope of these features to the precise numerical ranges provided. Therefore, these terms should be interpreted as indicating that non-substantial or irrelevant modifications or alterations to the described and claimed subject matter are considered to fall within the scope of this disclosure as set forth in the appended claims.

[0114] It should be noted that the term “exemplary” and its variations, as used herein to describe various embodiments, are intended to indicate that such embodiments are possible instances, representations or illustrations of possible embodiments (and such terms are not intended to imply that such embodiments are necessarily extraordinary or best instances).

[0115] As used herein, the term "coupling" and its variations mean that two components are directly or indirectly connected to each other. Such connection can be fixed (e.g., permanent or fixed) or movable (e.g., removable or releasable). Such connection can be achieved when two components are directly coupled to each other, when two components are coupled to each other using one or more separate intermediate components, or when two components are coupled to each other using an intermediate component that is integrally formed with one of the two components to form a single whole. If "coupling" or its variations are modified by an additional term (e.g., direct coupling), the general definition of "coupling" provided above is modified by the common linguistic meaning of the additional term (e.g., "direct coupling" means joining two components without any separate intermediate component), resulting in a narrower definition than the general definition of "coupling" provided above. Such coupling can be mechanical, electrical, or fluid. For example, circuit A being communicatively "coupled" to circuit B could mean that circuit A communicates directly with circuit B (i.e., without intermediaries) or indirectly with circuit B (e.g., through one or more intermediaries).

[0116] References to the location of elements herein (e.g., “top,” “bottom,” “above,” “below”) are used only to describe the orientation of the various elements in the accompanying drawings. It should be noted that the orientation of the various elements may differ according to other exemplary embodiments, and such variations are intended to be covered by this disclosure.

[0117] Although Figure 4 Various circuits with specific functionalities are illustrated herein; however, it should be understood that controller 140 may include any number of circuits to perform the functions described herein. For example, the activities and functions of brake control circuit 212 may be combined in multiple circuits or as a single circuit. Additional circuits with additional functionalities may also be included. Furthermore, controller 140 may control other activities beyond the scope of this disclosure.

[0118] As mentioned above, and in one configuration, the "circuit" can be implemented in a machine-readable medium for use by one or more processors of various types (such as...). Figure 4The executable code is executed by the processor 204. Executable code may include, for example, one or more physical or logical blocks of computer instructions, which may be organized, for example, into objects, procedures, or functions. However, an executable program does not need to be physically located together, but may include different instructions stored in different locations that, when logically combined, comprise circuitry and implement the intended purpose of the circuitry. In practice, computer-readable program code circuitry may be a single instruction or multiple instructions, or even distributed across multiple different code segments, different programs, and spanning several memory devices. Similarly, operational data may be identified and exemplified within the circuitry described herein, and may be embodied in any suitable form and organized within any suitable type of data structure. Operational data may be collected as a single dataset or may be distributed across different locations, including different storage devices, and may exist at least partially as electronic signals on a system or network.

[0119] While the term "processor" has been briefly defined above, the terms "processor" and "processing circuitry" are intended to be interpreted broadly. In this regard, and as mentioned above, a "processor" can be implemented as one or more processors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), or other suitable electronic data processing components configured to execute instructions provided by memory. One or more processors can take the form of a single-core processor, a multi-core processor (e.g., a dual-core processor, a triple-core processor, a quad-core processor, etc.), a microprocessor, etc. In some embodiments, one or more processors may be located external to the device; for example, one or more processors may be remote processors (e.g., cloud-based processors). Alternatively or additionally, one or more processors may be internal to and / or local to the device. In this regard, a given circuitry or its components may be locally located (e.g., as part of a local server, a local computing system, etc.) or remotely located (e.g., as part of a remote server such as a cloud-based server). For this purpose, a "circuitry" as described herein can include components distributed across one or more locations.

[0120] Embodiments within the scope of this disclosure include program products comprising computer- or machine-readable media for carrying or having computer- or machine-executable instructions or data structures stored thereon. Such machine-readable media can be any available medium accessible by a computer. A computer-readable medium can be a tangible computer-readable storage medium storing computer-readable program code. A computer-readable storage medium can be, for example, but not limited to, electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor systems, devices, or apparatuses, or any suitable combination of the foregoing. More specific examples of computer-readable media include, but are not limited to, portable computer floppy disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable optical disc read-only memory (CD-ROM), digital versatile optical disc (DVD), optical storage devices, magnetic storage devices, holographic storage media, micromechanical storage devices, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium can be any tangible medium that can contain and / or store computer-readable program code for use and / or in conjunction with an instruction execution system, device, or apparatus. Machine-executable instructions include, for example, instructions and data that cause a computer or processing machine to perform a specific function or a set of functions.

[0121] Computer-readable media can also be computer-readable signal media. Computer-readable signal media may include propagated data signals embodying computer-readable program code, such as in baseband or as part of a carrier wave. Such propagated signals may take any of a variety of forms, including, but not limited to, electrical, electromagnetic, magnetic, optical, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium that is not a computer-readable storage medium and can transmit, propagate, or transfer computer-readable program code for use by or in conjunction with an instruction execution system, apparatus, or device. Computer-readable program code embodied on a computer-readable signal medium may be transmitted using any suitable medium, including but not limited to wireless, wired, fiber optic cable, radio frequency (RF), or similar media, or any suitable combination thereof.

[0122] In one embodiment, a computer-readable medium may include a combination of one or more computer-readable storage media and one or more computer-readable signal media. For example, computer-readable program code may be transmitted as an electromagnetic signal via an optical fiber cable for processor execution, and also stored on a RAM storage device for processor execution.

[0123] Computer-readable program code used to perform the operations of various aspects of this disclosure may be written in any combination of one or more other programming languages, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" programming language or similar programming languages. The computer-readable program code may be executed entirely on the user's computer, partially on the user's computer, as a standalone computer-readable package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0124] Program code may also be stored in a computer-readable medium that instructs a computer, other programmable data processing device or other apparatus to operate in a particular manner, such that instructions stored in the computer-readable medium produce an article of writing, which includes instructions that implement the functions / actions specified by one or more boxes in a schematic flowchart and / or schematic block diagram.

[0125] Although the accompanying drawings and description may illustrate a particular order of method steps, such order may differ from the order depicted and described unless otherwise specified above. Similarly, unless otherwise stated above, two or more steps may be performed simultaneously or partially simultaneously. Such variations may depend, for example, on the chosen software and hardware system and the designer's choices. All such variations are within the scope of this disclosure. Likewise, software implementations of the described methods may be accomplished using standard programming techniques with rule-based logic and other logic to perform various connection steps, processing steps, comparison steps, and decision steps.

[0126] It is important to note that the construction and arrangement of the devices and systems shown in the various exemplary embodiments are merely illustrative. Additionally, any element disclosed in one embodiment may be incorporated into or utilized in any other embodiment disclosed herein.

Claims

1. A post-processing temperature management system, the system comprising: A controller communicatively coupled to an engine, the controller including at least one processor coupled to at least one memory device storing instructions that, when executed by the at least one processor, cause the controller to perform operations, the operations including: Receive temperature values ​​related to the post-processing system; Receive regenerative power values ​​related to braking events; The temperature value is compared with a temperature threshold. In response to the temperature value being higher than the temperature threshold and the regenerative power value being at or above a first power threshold, one or more motors are used to rotate the engine during the braking event; and In response to the temperature value being lower than the temperature threshold and the regeneration power value being at or above the second power threshold: To cause the one or more motors to rotate the engine, and During the braking event, the heater associated with the aftertreatment system is activated to heat the aftertreatment system.

2. The post-processing temperature management system according to claim 1, wherein the instructions, when executed by the at least one processor, cause the controller to perform further operations, the further operations including: The regenerative power value is compared with a regenerative power threshold corresponding to the amount of electrical power required by one or more predefined power subsystems, wherein the regenerative power value is at or above the regenerative power threshold when the electrical power generated by the one or more motors is greater than the amount of electrical power required by the one or more predefined power subsystems during the braking event, and wherein the temperature value is compared with the temperature threshold in response to the regenerative power value being at or above the regenerative power threshold.

3. The post-processing temperature management system according to claim 1, wherein the instructions, when executed by the at least one processor, cause the controller to perform further operations, the further operations including: Receive forward-looking data relating to one or more future engine operating conditions; as well as The braking event is predicted to occur or may occur within a predefined time period based on the prospective data.

4. The post-processing temperature management system according to claim 3, wherein the instructions, when executed by the at least one processor, cause the controller to perform further operations, the further operations including: In response to a prediction that the braking event will occur or may occur within the predefined time period, the engine speed value of the engine is increased prior to the braking event.

5. The post-processing temperature management system according to any one of claims 1-4, wherein the instructions, when executed by the at least one processor, cause the controller to perform further operations, the further operations including: Receive the braking power demand value related to the braking event; as well as The engine speed is reduced from its current value to a predetermined value based on the braking power requirement value.

6. The aftertreatment temperature management system according to any one of claims 1-4, wherein the braking event includes the engine braking process.

7. The post-processing temperature management system according to any one of claims 1-4, wherein: The engine is part of a series hybrid powertrain; and The one or more motors include a first motor configured as a generator and a second motor configured as a motor.

8. The post-processing temperature management system according to any one of claims 1-4, wherein: The engine is part of a series-parallel hybrid powertrain; and The one or more motors include a first motor configured as a generator and a second motor configured as a motor.

9. A post-processing temperature management method, the method comprising: The controller receives temperature values ​​related to the post-processing system. The controller receives the regenerative power value related to the braking event; The controller compares the temperature value with a temperature threshold. In response to the temperature value being higher than the temperature threshold and the regenerative power value being at or above a first power threshold, the controller causes one or more motors to rotate the engine during the braking event; as well as In response to the temperature value being lower than the temperature threshold and the regeneration power value being at or above the second power threshold: The controller causes one or more motors to rotate the engine, and The controller activates the heater associated with the aftertreatment system during the braking event to heat the aftertreatment system.

10. The post-processing temperature management method according to claim 9, further comprising: The regenerative power value is compared with a regenerative power threshold corresponding to the amount of electrical power required by one or more predefined power subsystems, wherein the regenerative power value is at or above the regenerative power threshold when the electrical power generated by the one or more motors is greater than the amount of electrical power required by the one or more predefined power subsystems during the braking event, and wherein the temperature value is compared with the temperature threshold in response to the regenerative power value being at or above the regenerative power threshold.

11. The post-processing temperature management method according to claim 9, further comprising: The controller receives forward-looking data relating to one or more future engine operating conditions. The controller predicts, based on the look-ahead data, that the braking event will occur or may occur within a predefined time period; as well as In response to a prediction that the braking event will occur or may occur within the predefined time period, the controller increases the engine speed value before the braking event.

12. The post-processing temperature management method according to any one of claims 9-11, further comprising: The controller receives the braking power demand value related to the braking event; as well as The controller reduces the engine speed from its current value to a predetermined value based on the braking power demand value.

13. The aftertreatment temperature management method according to any one of claims 9-11, wherein the braking event includes the engine braking process.

14. The post-processing temperature management method according to any one of claims 9-11, further comprising: The controller receives the ammonia storage value related to the catalyst components of the aftertreatment system; The controller compares the ammonia storage value with the ammonia storage threshold. as well as In response to the ammonia storage value being lower than the ammonia storage threshold, the controller causes the reducing agent delivery system to inject reducing agent into the post-treatment system.

15. A non-transitory computer-readable medium storing instructions that, when executed by one or more processors of a controller, cause the one or more processors to perform operations, the operations including: Receive temperature values ​​related to the post-processing system; Receive regenerative power values ​​related to braking events; The temperature value is compared with a temperature threshold. In response to the temperature value being higher than the temperature threshold and the regenerative power value being at or above a first power threshold, one or more motors are used to rotate the engine during the braking event; as well as In response to the temperature value being lower than the temperature threshold and the regeneration power value being at or above the second power threshold: To cause the one or more motors to rotate the engine, and During the braking event, the heater associated with the aftertreatment system is activated to heat the aftertreatment system.

16. The non-transitory computer-readable medium of claim 15, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform further operations, the further operations including: The regenerative power value is compared with a regenerative power threshold corresponding to the amount of electrical power required by one or more predefined power subsystems; Wherein, when the electrical power generated by one or more motors exceeds the amount of electrical power required by one or more predefined power subsystems during the braking event, the regenerative power value is at or above the regenerative power threshold; and The temperature value is compared with the temperature threshold in response to the regeneration power value being at or above the regeneration power threshold.

17. The non-transitory computer-readable medium of claim 15, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform further operations, the further operations including: Receive forward-looking data relating to one or more future engine operating conditions; Based on the aforementioned forward-looking data, predict the braking event that will occur or may occur within a predefined time period; as well as In response to a prediction that the braking event will occur or may occur within the predefined time period, the engine speed value of the engine is increased prior to the braking event.

18. The non-transitory computer-readable medium according to any one of claims 15-17, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform further operations, the further operations including: Receive the braking power demand value related to the braking event; as well as The engine speed is reduced from its current value to a predetermined value based on the braking power requirement value.

19. The non-transitory computer-readable medium according to any one of claims 15-17, wherein the braking event includes an engine braking process.

20. The non-transitory computer-readable medium according to any one of claims 15-17, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform further operations, the further operations including: In response to the temperature value being lower than the temperature threshold, the valve located downstream of the engine and upstream of the aftertreatment system is operated to the open or partially open position.

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