Systems and methods for controlling exhaust temperature within aftertreatment systems

Abstract

Systems and methods for controlling exhaust temperature within aftertreatment systems are provided. One or more processing circuits are configured to: acquire temperature data regarding a temperature of exhaust gas entering an aftertreatment system from an engine; compare the temperature to a target temperature; and in response to the temperature deviating from the target temperature, provide at least one command to at least one of (a) the engine, (b) a fuel system configured to supply fuel to the engine, or (c) an air system configured to supply air to the engine to control (i) the temperature of the exhaust gas to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desirable temperature operating range and (ii) an air-to-fuel ratio to substantially maintain operation of the engine at an operating condition based on current demand.

Description

SYSTEMS AND METHODS FOR CONTROLLING EXHAUST TEMPERATURE WITHIN AFTERTREATMENT SYSTEMSCROSS-REFERENCE TO RELATED PATENT APPLICATION

[0001] This application claims the benefit of and priority to U.S. Provisional Patent Application No. 63 / 442,993, filed February 2, 2023, which is incorporated herein by reference in its entirety.TECHNICAL FIELD

[0002] The present disclosure relates to exhaust aftertreatment systems for vehicles. More particularly, the present disclosure relates to systems and methods for controlling exhaust temperature within aftertreatment systems.BACKGROUND

[0003] Emissions regulations for internal combustion engines have become more stringent over recent years. Environmental concerns have motivated the implementation of stricter emission requirements for internal combustion engines throughout much of the world. Governmental agencies, such as the Environmental Protection Agency (EP A) in the United States, carefully monitor the emission quality of engines and set emission standards to which engines must comply. Consequently, the use of exhaust aftertreatment systems on engines to reduce emissions is increasing.

[0004] Exhaust aftertreatment systems are generally designed to reduce emission of particulate matter, nitrogen oxides (NOx), hydrocarbons, and other environmentally harmful pollutants. However, to achieve low tail-pipe emissions, its necessary to keep exhaust temperatures in the after-treatment within a favorable window to maintain high emission reduction.SUMMARY

[0005] One embodiment relates to a system. The system includes one or more processing circuits comprising one or more memory devices coupled to one or more processors. The oneor more memory devices are configured to store instructions thereon that, when executed by the one or more processors, cause the one or more processors to acquire temperature data regarding a temperature of exhaust gas entering an aftertreatment system from an engine, compare the temperature to a target temperature, and in response to the temperature deviating from the target temperature, provide at least one command to at least one of (a) the engine, (b) a fuel system configured to supply fuel to the engine, or (c) an air system configured to supply air to the engine to control (i) the temperature of the exhaust gas to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desirable temperature operating range and (ii) an air-to-fuel ratio to substantially maintain operation of the engine at an operating condition based on current demand.

[0006] Another embodiment relates to a system. The system includes one or more processing circuits comprising one or more memory devices coupled to one or more processors. The one or more memory devices are configured to store instructions thereon that, when executed by the one or more processors, cause the one or more processors to acquire temperature data regarding a temperature of exhaust gas entering an aftertreatment system from an engine and, in response to the temperature deviating from a target temperature for one or more components of the aftertreatment system by more than a threshold amount, provide a command to (a) the engine, (b) a fuel system configured to supply fuel to the engine, and (c) an air system configured to supply air to the engine to coordinate control between the engine, the fuel system, and the air system to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desirable temperature operating range and substantially maintain operation of the engine at an operating condition based on current demand.

[0007] Still another embodiment relates to a non-transitory computer readable medium having computer-executable instructions encoded therein. The instructions, when executed by one or more processors, cause the one or more processors to perform operations including acquiring temperature data regarding a temperature of exhaust gas entering an aftertreatment system from an engine and, in response to the temperature deviating from a target temperature for one or more components of the aftertreatment system by more than a threshold amount, providing a command to (a) the engine, (b) a fuel system configured tosupply fuel to the engine, and (c) an air system configured to supply air to the engine to coordinate control between the engine, the fuel system, and the air system to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desirable temperature operating range and substantially maintain operation of the engine at an operating condition based on current demand.

[0008] Numerous specific details are provided to impart a thorough understanding of embodiments of the subject matter of the present disclosure. The described features of the subject matter of the present disclosure may be combined in any suitable manner in one or more embodiments and / or implementations. In this regard, one or more features of an aspect of the invention may be combined with one or more features of a different aspect of the invention. Moreover, additional features may be recognized in certain embodiments and / or implementations that may not be present in all embodiments or implementations.BRIEF DESCRIPTION OF THE FIGURES

[0009] FIG. l is a schematic view of a block diagram of an engine system, according to an example embodiment.

[0010] FIG. 2A is a block diagram of a control system for the engine system of FIG. 1 including an aftertreatment temperature target generator, a feedforward and feedback controller, and an air handling controller, according to an example embodiment.

[0011] FIG. 2B is a block diagram of the feedforward and feedback controller of FIG. 2A, according to an example embodiment.

[0012] FIG. 2C is a block diagram of the air handling controller of FIG. 2 A, according to an example embodiment.

[0013] FIG. 3 is a schematic flow diagram of data and commands received by and transmitted from the air handling controller and the feedforward and feedback controller of the control system of FIGS. 2A-2C, according to an example embodiment.

[0014] FIG. 4 is a schematic block diagram showing a process performed by the feedforward and feedback controller of FIGS. 2 A and 2B, according to an example embodiment.

[0015] FIG. 5 is a graph including various intake cam phasing curves associated with various engine speed and engine torque set points, according to an example embodiment

[0016] FIG. 6 is a graph including various exhaust cam phasing curves associated with various engine speed and engine torque set points, according to an example embodiment.

[0017] FIG. 7 is a graph including various charge flow curves associated with various engine speed and engine torque set points, according to an example embodiment.

[0018] FIG. 8 is a graph including various NOx modifier curves associated with various engine speed and engine torque set points, according to an example embodiment.

[0019] FIG. 9 is a graph including various fuel flow compensation factor curves associated with various engine speed and engine torque set points, according to an example embodiment.

[0020] FIG.10 shows various graphs that illustrate the effect of intake cam phasing adjustments and exhaust cam phasing adjustments on exhaust temperature, according to an example embodiment.

[0021] FIG. 11 is a flow diagram of a method for controlling a temperature of an exhaust aftertreatment system, according to an example embodiment.DETAILED DESCRIPTION

[0022] Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, and systems for controlling exhaust temperature within aftertreatment systems. Before turning to the Figures, which illustrate certain exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the details or methodology set forth in the description or illustrated in the Figures.It should also be understood that the terminology used herein is for the purpose of description only and should not be regarded as limiting.

[0023] Referring to the Figures generally, the various embodiments disclosed herein relate to systems, apparatuses, and methods for controlling exhaust temperature (e.g., exhaust gas, component(s), and / or a combination thereof) within aftertreatment systems. More particularly, the systems, methods, and apparatuses described herein relate to a control system that is structured or configured to monitor various operating parameters of an engine system (e.g., operating temperatures, engine speed, engine torque, etc.) and control one or more components of the engine system (e.g., an engine, a fuel system, an air system, etc.) to maintain engine exhaust temperature and, thereby, the temperature of an aftertreatment system within a desirable temperature range to facilitate operating the aftertreatment system at or substantially at a predefined desired peak efficiency.

[0024] More specifically, the system, methods, and apparatuses of the present disclosure provides an aftertreatment system that can maintain near 100% de-NOx efficiency with minimal N2O production. NOx conversion and N2O control depends on the operating temperature of the aftertreatment system. The system, methods, and apparatuses of the present disclosure continuously or substantially continuously track aftertreatment system and / or component temperature(s) and modulates engine fueling and air supply (e.g., through variable valve timing adjustments, turbocharger bypass adjustments, air intake throttle adjustments, fuel injector adjustments, etc.) to control exhaust gas temperatures and, thereby, the aftertreatment system and / or component temperature(s) to maintain such de-NOx efficiency, while continuing to facilitate desirable operation of the engine to meet current demands.

[0025] Referring now to FIG. 1, a system 100 (e.g., a vehicle system, a power generator system, etc.) is shown, according to an example embodiment. The system 100 includes an engine 101, a fuel system 102 coupled to the engine 101, an air system 104 coupled to the engine 101, an aftertreatment system 120 coupled to the engine 101, an operator input / output (VO) device 140, and a control system 150 where the control system 150 is coupled and particularly, communicably coupled, to one or more of the aforementioned components. In the configuration of FIG. 1, the system 100 is included in a vehicle. The vehicle may be anytype of on-road or off-road vehicle including, but not limited to, wheel-loaders, fork-lift trucks, line-haul trucks, mid-range trucks (e.g., pick-up truck, etc.), sedans, coupes, tanks, airplanes, boats, and any other type of vehicle. In another embodiment, the system 100 may be embodied in a stationary piece of equipment, such as a power generator or genset. All such variations are intended to fall within the scope of the present disclosure.

[0026] The engine 101 may be any type of engine that generates exhaust gas, such as a compression ignition engine, a spark ignition engine, a hybrid engine (e.g., a combination of an internal combustion engine and an electric motor), and / or any other suitable engine that utilizes one or more fuels (e.g., a gasoline, natural gas, hydrogen, diesel engine, propane, etc.). In the example depicted, the engine 101 is a diesel-powered compression-ignition engine. In some embodiments, the engine 101 may include one or more engine actuators. The one or more engine actuators are structured to control at least one of an engine idle speed, one or more air flaps for torque and power control, and / or fuel metering to control combustion.

[0027] The fuel system 102 is configured to supply the fuel to the engine 101. The fuel system 102 may include a fuel tank, a fuel pump, fuel injectors, and / or other fueling components for storing and providing the fuel to the combustion cylinders of the engine 101 (e.g., based on current engine operating parameters and demands). The air system 104 is configured to supply air to the engine 101. The air system 104 may include an air intake, an air filter, a turbocharger (including a wastegate), an intake air throttle, and / or other air system components to provide clean, compressed, and / or throttled air to the engine 101 (e.g., based on current engine operating parameters and demands).

[0028] The aftertreatment system 120 is in exhaust-gas receiving communication with the engine 101. The aftertreatment system includes a first dosing module (system, unit, assembly, apparatus, etc.) or first doser 121, a first selective catalytic reduction (SCR) system 122, a diesel oxidation catalyst (DOC) 124, a diesel particulate filter (DPF) 125, a second dosing module (system, unit, assembly, apparatus, etc.) or second doser 126, a second SCR system 128, and a heater 129. In other embodiments, only SCR system 122 is included and more or less than two dosing units are included with the system. The heater 129 is structured to selectively heat the exhaust gas in the aftertreatment system 120. In the embodiment shown in FIG. 1, the heater 129 is coupled to the aftertreatment system 120 downstream of theengine 101 and upstream of the first SCR system 122. In other embodiments, the aftertreatment system 120 may include additional heaters and / or the heater 129 may be coupled at a different location of the aftertreatment system 120.

[0029] The DOC 124 is structured to receive the exhaust gas from an upstream component and to oxidize hydrocarbons and carbon monoxide in the exhaust gas. The DPF 125 is arranged or positioned downstream of the DOC 124 and structured to remove particulates, such as soot, from exhaust gas flowing in the exhaust gas stream. The DPF 125 includes an inlet, where the exhaust gas is received, and an outlet, where the exhaust gas exits after having particulate matter substantially filtered from the exhaust gas and / or converting the particulate matter into carbon dioxide. In some implementations, the DPF 125 or other components may be omitted. Additionally, although a particular arrangement is shown for the aftertreatment system 120 in FIG. 1, the arrangement of components within the aftertreatment system 120 may be different in other embodiments (e.g., the DPF 125 positioned downstream of the first SCR system 122, one or more components omitted or added, etc.).

[0030] The first doser 121 and / or the second doser 126 are part of a reductant delivery system which may include a decomposition chamber (e.g., decomposition reactor, reactor pipe, decomposition tube, reactor tube, etc.) to convert a reductant into ammonia. The reductant may be, for example, urea, diesel exhaust fluid (DEF), Adblue®, a urea water solution (UWS), an aqueous urea solution (e.g., AUS32, etc.), and / or other similar fluids. A reductant may be added to the exhaust gas stream to aid in the catalytic reduction. The first doser 121 may inject the reductant upstream of the first SCR system 122, or in particular, a SCR catalyst 122a of the first SCR system 122, such that the SCR catalyst 122a receives a mixture of the reductant and the exhaust gas. Similarly, the second doser 126 may inject the reductant upstream of the second SCR system 128, or in particular, a SCR catalyst 128a or a SCR catalyst 128b of the second SCR system 128, such that the SCR catalyst 128a and / or the SCR catalyst 128b receives a mixture of the reductant and the exhaust gas. The reductant droplets then undergo the processes of evaporation, thermolysis, and hydrolysis to form gaseous ammonia within the decomposition chamber, the SCR catalysts 122a, 128a, and / or 128b, and / or the exhaust gas conduit system, which then leaves the aftertreatment system 120.

[0031] The aftertreatment system 120 may further include an oxidation catalyst (e.g., the DOC 124) fluidly coupled to the exhaust gas conduit system to oxidize hydrocarbons and carbon monoxide in the exhaust gas. In order to properly assist in this reduction, the DOC 124 may be required to be at a certain operating temperature. In various embodiments, this certain operating temperature is between 200-500 °C. According to an exemplary embodiment, this certain operating temperature is between about 300-400 °C. In other embodiments, the certain operating temperature is the temperature at which the conversion efficiency of the DOC 124 exceeds a predefined threshold (e.g., the conversion of HC to less harmful compounds, which is known as the hydrocarbon conversion efficiency). In some embodiments, the aftertreatment system 120 also includes a hydrocarbon (HC) dosing module or doser 123 that injects hydrocarbons upstream of the DOC 124.

[0032] The first SCR system 122 and / or the second SCR system 128 is / are configured to assist in the reduction of NOx emissions by accelerating a NOx reduction process based on the reaction of ammonia and the NOx of the exhaust gas into diatomic nitrogen and water. As shown, the first SCR system 122 includes a SCR catalyst 122a and an ammonia slip catalyst (ASC) 122b. The second SCR system 128 includes a first catalyst 128a, a second catalyst 128b, and an ammonia slip catalyst (ASC) 128c. In some embodiments, the first SCR system 122 may include more or fewer components. For example, the first SCR system 122 may include more, fewer, or different catalysts than the SCR catalyst 122a. In some embodiments, the ASC 122b may be removed from the first SCR system 122 (e.g., removed entirely or included in the aftertreatment system 120 separate from the first SCR system 122). In some embodiments, the second SCR system 128 may include more or fewer components. For example, the second SCR system 128 may include more, fewer, or different catalysts than the first catalyst 128a and / or the second catalyst 128b. In some embodiments, the ASC 128c may be removed from the second SCR system 128 (e.g., removed entirely or included in the aftertreatment system 120 separate from the second SCR system 128). For example, the ASC 122b and / or the ASC 128c is / are not included in the aftertreatment system 120 and / or is / are separate from the first SCR system 122 and the second SCR system 128. In some embodiments only one of the first SCR system 122 or the second SCR system 128 includes an ASC. In still other embodiments, the aftertreatment system 120 may include more than two SCR systems, less than two SCR systems, and other configurations.

[0033] If the first SCR system 122 and / or the second SCR system 128 is / are not at or above a certain temperature, the acceleration of the NOx reduction process is limited and the first SCR system 122 and / or the second SCR system 128 may not operate at a level of efficiency to meet regulations. In various embodiments, this certain operating temperature is between 200-500 °C. According to an exemplary embodiment, this certain operating temperature is between about 300-400 °C. The first SCR system 122 and / or the second SCR system 128 may be made from a combination of an inactive material and an active catalyst, such that the inactive material (e.g., ceramic substrate) directs the exhaust gas towards the active catalyst, which is any sort of material suitable for catalytic reduction (e.g., metal exchanged zeolite (Fe or Cu / zeolite), base metals oxides like vanadium, molybdenum, tungsten, etc.).

[0034] When ammonia in the exhaust gas does not react with the first SCR system 122 and / or the second SCR system 128 (either because the first SCR system 122 and / or the second SCR system 128 is / are below operating temperature or because the amount of dosed ammonia greatly exceeds the amount of NOx), the unreacted ammonia may bind to the first SCR system 122 and / or the second SCR system 128, becoming stored in the first SCR system 122 and / or the second SCR system 128. This stored ammonia is released from the first SCR system 122 and / or the second SCR system 128 as the first SCR system 122 and / or the second SCR system 128 warms, which can cause issues if the amount of ammonia released is greater than the amount of NOx passing through (i.e., more ammonia than needed for the amount of NOx, which can lead to ammonia slip). In some embodiments, the ASC 122b and / or the ASC 128c is included and structured to address ammonia slip by removing at least some excess ammonia from the treated exhaust gas before the treated exhaust flows to a downstream component or is released into the atmosphere. As exhaust gas passes through the ASC 122b and / or the ASC 128c, some of the unreacted ammonia (i.e., unreacted with NOx) remaining in the exhaust gas is partially oxidized to NOx, which then consequently reacts with the remaining unreacted ammonia to form nitrogen (N2) gas and water. However, similar to the first SCR system 122 and / or the second SCR system 128, if the ASC 122b and / or the ASC 128c is not at or above a certain temperature, the acceleration of the NH3 oxidization process is limited and the ASC may not be operating at a level of efficiency to meet regulations or desired parameters. In some embodiments, this certain temperature is about 250-300°C or 300-400 °C.

[0035] As shown in FIG. 1, the system 100 includes a plurality of sensors 130. Each of the sensors 130 may represent a single sensor or a collection of sensors. The number, placement, and type of sensors 130 included in the system 100 is shown for example purposes only. That is, in other configurations, the number, placement, and type of sensors may differ. The sensors 130 may be NOx sensors, particulate matter (PM) sensors, other emissions constituents sensors, temperature sensors, flow rate sensors, pressure sensors, some combination thereof, and so on. The NOx sensors are structured to acquire data indicative of a NOx value (e.g., amount, concentration, etc.) at each location that the NOx sensor is located. The PM sensors are structured to acquire data indicative of a PM value (e.g., amount, concentration, etc.) at each location that the PM sensor is located. The temperature sensors are structured to acquire data indicative of a temperature at each location that the temperature sensor is located. The flow rate sensors are structured to acquire data indicative of a flow rate at each location that the flow rate sensor is located. The pressure sensors are structured to acquire data indicative of a pressure at each location that the pressure sensor is located.

[0036] The sensors 130 may be located in or proximate the engine 101, after the engine 101 and before the aftertreatment system 120, after the aftertreatment system 120, in the aftertreatment system 120 like as shown (e.g., upstream of the first SCR system 122, downstream of the first SCR system 122 and upstream of the DOC 124, downstream of the DOC 124 and upstream of the DPF 125, downstream of the DPF 125 and upstream of the second SCR system 128, downstream of the second SCR system 128, coupled to the DPF 125 and / or DOC 124, coupled to the first SCR system 122, coupled to the second SCR system 128, etc.), upstream and / or with the engine 101, etc. It should be understood that the location of the sensors 130 may vary. In one embodiment, there may be sensors 130 located both before and after the aftertreatment system 120. In one embodiment, at least one of the sensors 130 is structured as exhaust gas constituent sensors (e.g., CO, NOx, PM, SOx, etc. sensors). In another embodiment, at least one of the sensors 130 is structured as non-exhaust gas constituent sensors that are used to estimate exhaust gas emissions (e.g., temperature, flow rate, pressure, etc.). Additional sensors may be also included with the system 100. The sensors 130 may include engine-related sensors (e.g., torque sensors, speed sensors, pressure sensors, flowrate sensors, temperature sensors, etc.). The sensors 130 may further includesensors associated with other components of the system 100 (e.g., speed sensor of a turbo charger, fuel quantity and injection rate sensor, fuel rail pressure sensor, etc.).

[0037] The sensors 130 may be real or virtual (i.e., a non-physical sensor that is structured as program logic in the control system 150 that makes various estimations or determinations). For example, an engine speed sensor may be a real or virtual sensor arranged to measure or otherwise acquire data, values, or information indicative of a speed of the engine 101 (typically expressed in revolutions-per-minute). The sensor 130 is coupled to the engine 101 (when structured as a real sensor), and is structured to send a signal to the control system 150 indicative of the speed of the engine 101. When structured as a virtual sensor, at least one input may be used by the control system 150 in an algorithm, model, lookup table, etc. to determine or estimate a parameter of the engine (e.g., power output, etc.). Any of the sensors 130 described herein may be real or virtual.

[0038] The control system 150 is communicably coupled to the sensors 130. Accordingly, the control system 150 is structured to receive data from one more of the sensors 130. The received data may be used by the control system 150 to control one more components in the system 100 (e.g., the engine 101, the fuel system 102, the air system 104, the aftertreatment system 120, etc.).

[0039] Referring still to FIG. 1, the operator I / O device 140 is coupled to the control system 150 such that information may be exchanged between the control system 150 and the operator I / O device 140, where the information may relate to one or more other components of the system 100 and / or determinations / actions (described below) of the control system 150. The operator VO device 140 enables an operator of the system 100 to communicate with the control system 150 and one or more other components of the system 100. For example, the operator I / O device 140 may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, etc. In this way, the operator I / O device 140 may provide one or more indications or notifications to an operator, such as a malfunction indicator lamp (MIL), etc. Additionally, the system 100 may include a port that enables the control system 150 to connect or couple to a scan tool so that fault codes and other information regarding the system 100 may be obtained.

[0040] The control system 150 is structured to control, at least partly, the operation of the system 100 and associated sub-systems, such as the engine 101, the fuel system 102, the air system 104, the aftertreatment system 120, and the operator I / O device 140. Communication between and among the components may be via any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In comparison, a wireless connection may include the Internet, Wi-Fi, cellular, radio, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and / or data. The CAN bus includes any number of wired and wireless connections. Because the control system 150 is communicably coupled to the systems and components of FIG. 1, the control system 150 is structured to receive data from one or more of the components shown in FIG. 1. The structure and function of the control system 150 is further described in regard to FIGS. 2A-3.

[0041] As the components of FIG. 1 are shown to be embodied in the system 100, the control system 150 may be structured as one or more controllers, such as one or more electronic control units (ECU), transmission control units, powertrain control modules, etc. Thus, the controller may be one or more microcontrollers. While a single control system is shown in the Figures, it should be understood that multiple “controllers” may be implemented / utilized. The control system 150 may be separate from or included with at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control module, etc.

[0042] Referring now to FIGS. 2A-3, schematic diagrams of the control system 150 of the system 100 of FIG. 1, and the various components thereof, are shown according to an example embodiment. Generally, the control system 150 is structured or configured to monitor various operating parameters of the system 100 (e.g., operating temperatures, engine speed, engine torque, etc.) and control components of the system 100 (e.g., the engine 101, the fuel system 102, the air system 104, etc.) to maintain engine exhaust temperature and, thereby, the temperature of the aftertreatment system 120 within a desirable temperature range (e.g., between about 300-400 °C) to facilitate operating the aftertreatment system 120 at or substantially at peak efficiency and depending on engine load. The desirable temperature range may be for exhaust gas at one or more locations, one or more catalysttemperatures, or one or more component temperatures. The desirable temperature range may indicate a need to increase (for low engine loads) or reduce (for high engine loads) exhaust temperature depending on engine speed and / or load operation. By way of example, if the actual temperature of the exhaust and / or the aftertreatment system 120 is high (above a predefined high temperature threshold that may be specific for the catalyst, component, location of temperature taken, etc.), the control system 150 may be structured or configured to generate commands for the engine 101, the fuel system 102, and / or the air system 104 (e.g., variable valve timing of intake and / or exhaust cams, turbocharger bypass, intake throttle, fuel injectors, etc.) to reduce the temperature of the exhaust gas and, thereby, the temperature of the aftertreatment system 120. By way of another example, if the actual temperature of the exhaust and / or the aftertreatment system 120 is low (at or below a predefined low temperature threshold that may be specific to a catalyst(s), component s), etc.), the control system 150 may be structured or configured to generate commands for the engine 101, the fuel system 102, and / or the air system 104 to increase the temperature of the exhaust and, thereby, the temperature of the aftertreatment system 120.

[0043] As shown in FIG. 2A, the control system 150 includes an aftertreatment (AFT) temperature target generator 152, a feedforward and feedback controller 160, and an air handling controller 180. While shown as being separate controllers or components of the control system 150, in some embodiments, two or more of the AFT temperature target generator 152, the feedforward and feedback controller 160, and the air handling controller 180 are combined into a single component or controller (e.g., a single controller for the AFT temperature target generator 152 and the feedforward and feedback controller 160, a single controller for the feedforward and feedback controller 160 and the air handling controller 180, a single controller for the AFT temperature target generator 152, the feedforward and feedback controller 160, and the air handling controller 180, etc.).

[0044] As shown in FIG. 2A, the AFT temperature target generator 152 is coupled to the engine 101 (e.g., the sensors 130 thereof), the aftertreatment system 120 (e.g., the sensors 130 thereof), and the feedforward and feedback controller 160. The AFT temperature target generator 152 may be structured or configured to execute or implement instructions, commands, and / or control processes based on data acquired from the sensors 130 of theaftertreatment system 120 and / or the engine 101. More specifically, the AFT temperature target generator 152 may be structured or configured to monitor conditions or operating parameters of the aftertreatment system 120 and / or the engine 101 (or the system 100 as a whole) based on the data acquired from the sensors 130 and determine an aftertreatment temperature target (e.g., the aftertreatment temperature target 302) for the aftertreatment system 120 and / or the exhaust gases exiting the engine 101 into the aftertreatment system 120 to facilitate peak efficiency and operation of the aftertreatment system 120 (e.g., maintain near or substantially near 100% de-NOx efficiency with minimal N2O production). The AFT temperature target generator 152 may then be structured or configured to transmit the aftertreatment temperature target to the feedforward and feedback controller 160 for use thereby, as described in greater detail herein. Further details regarding the AFT temperature target generator 152 may be found in International Patent Application No.PCT / US2023 / 033280, filed September 20, 2023, which is incorporated herein by reference in its entirety. The AFT temperature target generator 152 may include similar components as the feedforward and feedback controller 160 and / or the air handling controller 180 described herein (e.g., a processing circuit, a processor, a memory device, a communications interface, etc.).

[0045] As shown in FIGS. 2A and 2B, the feedforward and feedback controller 160 is coupled to the engine 101 (e.g., the sensors 130 thereof, intake cams, exhaust cams, etc.), the fuel system 102 (e.g., fuel injectors), the aftertreatment system 120 (e.g., the sensors 130 thereof), the AFT temperature target generator 152, and the air handling controller 180. As shown in FIGS. 2A and 2C, the air handling controller 180 is coupled to the air system 104 (e.g., a wastegate, an intake air throttle, etc.) and the feedforward and feedback controller 160. In some embodiments (e.g., embodiments where the feedforward and feedback controller 160 and the air handling controller 180 are combined as a single controller), the feedforward and feedback controller 160 is additionally coupled directly to the air system 104 rather than indirectly coupled through the air handling controller 180.

[0046] As shown in FIG. 2B, the feedforward and feedback controller 160 includes a processing circuit 161 having a processor 162 and a memory device 163; a communications interface 164; and control circuitry including an interpolation factor circuit 166, a variablevalve actuation (VVA) commands circuit 167, a charge flow circuit 168, a NOx response correction circuit 169, and a fuel correction circuit 170. The communications interface 164 is structured to facilitate communication between (a) the feedforward and feedback controller 160 and (b) the engine 101, the fuel system 102, the aftertreatment system 120, the AFT temperature target generator 152, and the air handling controller 180. Generally, the feedforward and feedback controller 160 is structured or configured to maintain the exhaust temperature and, therefore, the temperature of the components of the aftertreatment system 120 within a target or optimal temperature range to maintain the aftertreatment system 120 operating at peak efficiency and, thereby, facilitate high emissions reduction, as described in more detail herein. By way of example, if the aftertreatment temperature target is greater than the current or actual aftertreatment temperature, then the feedforward and feedback controller 160 may be structured or configured to generate commands to control the engine 101, the fuel system 102, and / or the air system 104 to increase the exhaust gas temperature and, thereby, the current or actual aftertreatment temperature. On the other hand, if the aftertreatment temperature target is less than the current or actual aftertreatment temperature, then the feedforward and feedback controller 160 may be structured or configured to generate commands to control the engine 101, the fuel system 102, and / or the air system 104 to decrease the exhaust gas temperature and, thereby, the current or actual aftertreatment temperature.

[0047] In one configuration, the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 are embodied as machine or computer-readable media storing instructions that are executable by a processor, such as the processor 162. As described herein and amongst other uses, the machine-readable media facilitates performance of certain operations to enable reception and transmission of data. For example, the machine-readable media may provide an instruction (e.g., command, etc.) to, e.g., acquire data. In this regard, the machine-readable media may include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The computer readable media may include code, which may be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming languages, such as the “C” programming language or similar programming languages. The computer readable programcode may be executed on one processor or multiple remote processors. In the latter scenario, the remote processors may be connected to each other through any type of network (e.g., CAN bus, etc.).

[0048] In another configuration, the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 are embodied as hardware units, such as electronic control units. As such, the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of “circuit.” In this regard, the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may include any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc ), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on). The interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may also include programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like. The interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may include one or more memory devices for storing instructions that are executable by the processor(s) of the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170. The one or more memory devices and processor(s) may have the same definition as provided below with respect to the memory device 163 andthe processor 162. In some hardware unit configurations, the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may be geographically dispersed throughout separate locations in the system 100. Alternatively and as shown, the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may be embodied in or within a single unit / housing, which is shown as the feedforward and feedback controller 160.

[0049] In the example shown, the feedforward and feedback controller 160 includes the processing circuit 161 having the processor 162 and the memory device 163. The processing circuit 161 may be structured or configured to execute or implement the instructions, commands, and / or control processes described herein with respect to the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170. The depicted configuration represents the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 as machine or computer-readable media. However, as mentioned above, this illustration is not meant to be limiting as the present disclosure contemplates other embodiments where the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170, or at least one circuit of the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170, is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure.

[0050] The hardware and data processing components used to implement the various processes, operations, illustrative logics, logical blocks, modules and circuits described in connection with the embodiments disclosed herein (e.g., the processor 162, the processor 182, etc.) may be implemented or performed with a general purpose single- or multi-chip processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed toperform the functions described herein. A general purpose processor may be a microprocessor, or, any conventional processor, or state machine. A processor also may be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. In some embodiments, the one or more processors may be shared by multiple circuits (e.g., the interpolation factor circuit 166, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may comprise or otherwise share the same processor which, in some example embodiments, may execute instructions stored, or otherwise accessed, via different areas of memory). Alternatively or additionally, the one or more processors may be structured to perform or otherwise execute certain operations independent of one or more co-processors. In other example embodiments, two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or multi -threaded instruction execution. All such variations are intended to fall within the scope of the present disclosure.

[0051] The memory device 163 (and the memory device 183) (e.g., memory, memory unit, storage device) may include one or more devices (e.g., RAM, ROM, Flash memory, hard disk storage) for storing data and / or computer code for completing or facilitating the various processes, layers and modules described in the present disclosure. For example, the memory device 163 may include dynamic random-access memory (DRAM). The memory device 163 may be communicably connected to the processor 162 to provide computer code or instructions to the processor 162 for executing at least some of the processes described herein. Moreover, the memory device 163 may be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the memory device 163 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.

[0052] The communications interface 164 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for conducting data communications with various systems, devices, or networks structured to enable in-system communications (e.g., between and among the components of the system 100) and out-of-system communications (e.g., with a remote server). For example andregarding out-of-system communications, the communications interface 164 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and / or a Wi-Fi transceiver for communicating via a wireless communications network. The communications interface 164 may be structured to communicate via local area networks or wide area networks (e.g., the Internet) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication).

[0053] As shown in FIG. 2C, the air handling controller 180 includes a processing circuit 181 having a processor 182 and a memory device 183; a communications interface 184; and control circuitry including an air system circuit 186. The communications interface 184 is structured to facilitate communication between (a) the air handling controller 180 and (b) the air system 104 and the feedforward and feedback controller 160. Generally, the air handling controller 180 is structured to control the air system 104 based on information or commands received from the feedforward and feedback controller 160 to at least partially control or adjust the exhaust temperature and, therefore, the temperature of the components of the aftertreatment system 120 within a target or optimal temperature range to maintain the aftertreatment system 120 operating at peak efficiency and, thereby, facilitate high emissions reduction, as described in more detail herein.

[0054] In one configuration, the air system circuit 186 is embodied as machine or computer-readable media storing instructions that are executable by a processor, such as the processor 182. As described herein and amongst other uses, the machine-readable media facilitates performance of certain operations to enable reception and transmission of data. For example, the machine-readable media may provide an instruction (e.g., command, etc.) to, e.g., acquire data. In this regard, the machine-readable media may include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The computer readable media may include code, which may be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming languages, such as the “C” programming language or similar programming languages. The computer readable program code may be executed on one processor or multiple remote processors. In the latter scenario, the remote processors may be connected to each other through any type of network (e.g., CAN bus, etc.).

[0055] In another configuration, the air system circuit 186 is embodied as hardware units, such as electronic control units. As such, the air system circuit 186 may be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the air system circuit 186 may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of “circuit.” In this regard, the air system circuit 186 may include any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on). The air system circuit 186 may also include programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like. The air system circuit 186 may include one or more memory devices for storing instructions that are executable by the processor(s) of the air system circuit 186. The one or more memory devices and processor(s) may have the same definition as provided below with respect to the memory device 183 and the processor 182. In some hardware unit configurations, the air system circuit 186 may be geographically dispersed throughout separate locations in the system 100 relative to the circuitry of the feedforward and feedback controller 160. Alternatively, the air system circuit 186 may be embodied in or within a single unit / housing with one or more of the circuits of the feedforward and feedback controller 160.

[0056] In the example shown, the air handling controller 180 includes the processing circuit 181 having the processor 182 and the memory device 183. The processing circuit 181 may be structured or configured to execute or implement the instructions, commands, and / or control processes described herein with respect to the air system circuit 186. The depicted configuration represents the air system circuit 186 as machine or computer-readable media. However, as mentioned above, this illustration is not meant to be limiting as the present disclosure contemplates other embodiments where the air system circuit 186 is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure.

[0057] The communications interface 184 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for conducting data communications with various systems, devices, or networks structured to enable in-system communications (e.g., between and among the components of the system 100) and out-of-system communications (e.g., with a remote server). For example and regarding out-of-system communications, the communications interface 184 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and / or a Wi-Fi transceiver for communicating via a wireless communications network. The communications interface 184 may be structured to communicate via local area networks or wide area networks (e.g., the Internet) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication).

[0058] As shown in FIGS. 2 A, 2B, and 3, the feedforward and feedback controller 160 is structured or configured to communicate with the engine 101 (e.g., the sensor 130 thereof), the fuel system 102, the aftertreatment system 120 (e.g., the sensors 130 thereof), and / or the AFT temperature target generator 152 via the communications interface 164 to acquire or receive various input data 300. More specifically, the feedforward and feedback controller 160 is structured or configured to acquire or receive the input data 300 including (a) an aftertreatment temperature target 302 from the AFT temperature target generator 152, (b) an actual exhaust gas temperature 304 from the sensors 130 of the engine 101 and / or the aftertreatment system 120 (e.g., the temperature of the exhaust gas exiting the engine 101 and entering the aftertreatment system 120), (c) an engine speed 306 from the sensors 130 of the engine 101, (d) an engine torque 308 from the sensors 130 of the engine 101, (e) a NOx response 310 from the sensors 130 of the aftertreatment system 120 (e.g., without the exhaust temperature control disclosed herein), and a desired amount of fuel 312 from the engine 101 and / or the fuel system 102 (e.g., based on engine load demands, without the exhaust temperature control disclosed herein).

[0059] As shown in FIGS. 3 and 4, the interpolation factor circuit 166 is structured or configured to determine and provide an interpolation factor 320 (y) to each of the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 based on the aftertreatment temperature target 302 (Tdes),the actual exhaust gas temperature 304 (Tact), a low temperature threshold 314 (7)0), and a high temperature threshold 316 (Thi). The low temperature threshold 314 may be pre-stored by the interpolation factor circuit 166 and considered to be a minimum temperature value (e.g., 300 °C, 250 °C, etc.) for achieving efficient operation of the aftertreatment system 120 and / or the engine 101. The high temperature threshold 316 may be pre-stored by the interpolation factor circuit 166 and considered to be a maximum temperature value (e.g., 400 °C, 500 °C, etc.) for achieving efficient operation of the aftertreatment system 120 and / or the engine 101. The low temperature threshold 314 and the high temperature threshold 316 may define the “desirable temperature range” described herein.

[0060] As shown in FIG. 4, the interpolation factor circuit 166 performs a feedforward control function 166a and a feedback control function 166b to determine the interpolation factor 320. The feedforward control function 166a determines a feedforward interpolation factor value based on the aftertreatment temperature target 302, the low temperature threshold 314, and the high temperature threshold 316. By way of example, the feedforward interpolation factor value (FF) may be represented by the following expression:

[0061] The feedback control function 166b determines a feedback interpolation factor value based on the aftertreatment temperature target 302 and the actual exhaust gas temperature 304 (e.g., a difference therebetween). By way of example, the feedback interpolation factor value may be determined using proportional integral (PI) control. The interpolation factor circuit 166 may then be structured or configured to determine the interpolation factor 320 using the feedforward interpolation factor value and the feedback interpolation factor value. The feedforward control function 166a acts on only the aftertreatment temperature target 302 whereas the feedback control function 166b uses both the aftertreatment temperature target 302 and the actual exhaust gas temperature 304. The feedforward control function 166a may do the “heavy lifting” but may have inaccuracies. The feedback control function 166b may provide correction to the feedforward control function 166a. According to an exemplary embodiment, the combination of the feedforward control function 166a and the feedbackcontrol function 166b ensures control performance and, therefore, efficient aftertreatment performance both in transient as well as steady-state engine operation.

[0062] As shown in FIGS. 3 and 4, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 are structured or configured to acquire or receive (a) the interpolation factor 320 from the interpolation factor circuit 166, (b) the engine speed 306 from the engine 101 (e.g., the sensors 130 associated therewith), and (c) the engine torque 308 from the engine 101 (e.g., the sensors 130 associated therewith). As shown in FIGS. 2A-3, (i) the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 of the feedforward and feedback controller 160 and (ii) the air handling controller 180 are structured or configured to communicate with the engine 101 (e.g., the intake cams, the exhaust cams, etc.), the fuel system 102 (e.g., the fuel injectors), and / or the air system 104 (e.g., the intake air throttle, the wastegate, etc.) to provide various outputs 340 thereto based on the interpolation factor 320, the engine speed 306, the engine torque 308, the NOx response 310, and the desired amount of fuel 312.

[0063] The VVA commands circuit 167 of the feedforward and feedback controller 160 is structured or configured to (a) determine intake cam phasing and / or exhaust cam phasing commands 342 based on the interpolation factor 320, the engine speed 306, and the engine torque 308 and (b) provide the intake cam phasing and / or the exhaust cam phasing commands 342 to the engine 101 to adjust the cam phasing of the intake cams and / or the exhaust cams of the engine 101.

[0064] The charge flow circuit 168 of the feedforward and feedback controller 160, together with the air system circuit 186 of the air handling controller 180, is structured or configured to (a) determine intake air throttle (IAT) and / or wastegate (WG) commands 344 based on the interpolation factor 320, the engine speed 306, and the engine torque 308 and (b) provide the IAT and / or WG commands 344 to the air system 104 to adjust charge air flow provided by the IAT and / or the turbocharger of the air system 104, and an amount of exhaust gas that bypasses the turbocharger through the WG.

[0065] The NOx response correction circuit 169 of the feedforward and feedback controller 160 is structured or configured to determine a corrected NOx response 346 based on the interpolation factor 320, the engine speed 306, the engine torque 308, and the NOx response 310. For example, the NOx response correction circuit 169 may be structured or configured to determine a NOx modifier based on the interpolation factor 320, the engine speed 306, the engine torque 308, and / or other system operating conditions and apply the NOx modifier to the NOx response 310 to determine the corrected NOx response 346. The control system 150 may be structured or configured to use the corrected NOx response 346 to track NOx accurately so that the system 100 is aware and can accommodate for the changes to the NOx generation of the engine 101.

[0066] The fuel correction circuit 170 of the feedforward and feedback controller 160 is structured or configured to (a) determine a fuel injection command 348 based on the interpolation factor 320, the engine speed 306, the engine torque 308, and the desired amount of fuel 312 and (b) provide the fuel injection command 348 to the fuel system 102 to adjust fueling characteristics or parameters (e.g., an injection pattern, an injection timing, an injection amount, etc.) provided by the fuel injectors of the fuel system 102 to the cylinders of the engine 101. For example, the fuel correction circuit 170 may be structured or configured to determine a fuel flow compensation factor based on the interpolation factor 320, the engine speed 306, the engine torque 308, and / or other system operating conditions (e.g., IAT settings, WG settings, cam phase settings, etc.) and apply the fuel flow compensation factor to the desired amount of fuel 312 to determine the fuel injection command 348. Further details regarding the generation of the outputs 340 by the feedforward and feedback controller 160 and the air handling controller 180 are described herein with regards to FIGS. 4-9.

[0067] As shown in FIG. 4, each of the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and / or the fuel correction circuit 170 is structured or configured to store one or more calibratable maps 172 that define actuator settings or response modifiers (e.g., intake cam phase settings, exhaust cam phase settings, WG settings, IAT settings, fuel injector settings, NOx modifiers, fuel flow compensation factors, etc.) for a desired behavior of the engine 101, the fuel system 102, and / or the airsystem 104 (and, therefore, a temperature of the exhaust gas emitted by the engine 101) across the speed and torque operating range of the engine 101 and at various pre-selected interpolation factors (e.g., y15Y2-. Y3-. Y , etc ). The VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and / or the fuel correction circuit 170 may be structured to select a respective one of the calibratable maps 172 for the actuators being controlled thereby to adjust the exhaust temperature (e.g., the intake cams, the exhaust cams, the wastegate, the intake air throttle, the fuel injectors, etc.) based on the engine speed 306, the engine torque 308, and the interpolation factor 320, or interpolate between two of the calibratable maps 172 closest to the engine speed 306, the engine torque 308, and the interpolation factor 320 as needed, to determine the outputs 340.

[0068] As a first example, if a respective one of the calibratable maps 172 is associated directly with the engine speed 306, the engine torque 308, and the interpolation factor 320, the value provided by the respective one of the calibratable maps 172 may be used by the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, or the fuel correction circuit 170, respectively, to determine the output 340 associated therewith (e.g., the intake cam phasing and / or exhaust cam phasing commands 342, the IAT and / or WG commands 344, the NOx modifiers and corrected NOx responses 346, the fuel flow compensation factors and the fuel injection commands 348, etc.).

[0069] As a second example, if a respective one of the calibratable maps 172 is not associated directly with the engine speed 306, the engine torque 308, and the interpolation factor 320, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, or the fuel correction circuit 170, respectively, may interpolate (e.g., linearly interpolate) between two of the calibratable maps 172 on either end with the closest engine speed 306, engine torque 308, and interpolation factor 320. Such interpolation may be represented by the following expressions:VVA = VVAl0■ (1 -Ynj + VVAhi' Ynewwhere ylois the interpolation factor associated with the calibratable map 172 on a first, lower end, yhiis the interpolation factor associated with the calibratable map 172 on a second, higher end, ynewis a new interpolation factor, VVA is a raw value determined based on the interpolation by the respective circuit (in this instance for VVA commands, i.e., the intake cam phasing and / or exhaust cam phasing commands 342, but can be similarly applied for the other commands), VVAlois the raw value associated with the calibratable map 172 on the first, lower end, and VVAhiis the raw value associated with the calibratable map 172 on the second, higher end.

[0070] Once the raw value is determined by the respective circuit based on the interpolation factor 320, the engine speed 306, and the engine torque 308, the respective circuit may apply saturations, rate limiters, and / or filters 178 to the raw value to generate the respective output 340 or a final value that can be used to generate the respective output 340 (in this instance a VVA command).

[0071] Referring now to FIGS. 5-10, various graphs are shown that graphically depict how a value used to generate one or more of the outputs 340 is selected based on the interpolation factor 320, the engine speed 306, and the engine torque 308. The various graphs may only show a subset of data set to help illustrate the functionality of the graphs. In practice, additional data sets may be used. The data sets shown may illustrate the interpolation process explained above for various engine speed, engine torque, and interpolation factors. Further, the various graphs may be stored and implemented by the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and / or the fuel correction circuit 170 similar to look-up tables, rather than having to perform the interpolation process outlined above, or the various graphs may be developed over time as different operating parameters are encountered.

[0072] As shown in FIG. 5, an intake cam phasing graph 173 provides various phase curves associated with various engine speed 306 and engine torque 308 set points. The x-axis represents the interpolation factor ranging from 0 to 1, and the y-axis represents the intake cam phasing ranging from 0 to 35 degrees retarded. In some embodiments, the intake cam phasing may range from 0 to more or less than 35 degrees. Accordingly, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, andreceiving the interpolation factor 320 from the interpolation factor circuit 166, the VVA commands circuit 167 can determine the intake cam phase value to be included in the intake cam phasing command 342 provided to the intake cams of the engine 101.

[0073] As shown in FIG. 6, an exhaust cam phasing graph 174 provides various phase curves associated with various engine speed 306 and engine torque 308 set points. The x-axis represents the interpolation factor ranging from 0 to 1, and the y-axis represents the exhaust cam phasing ranging from 0 to 70 degrees advanced. In some embodiments, the exhaust cam phasing may range from 0 to more or less than 70 degrees. Accordingly, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, and receiving the interpolation factor 320 from the interpolation factor circuit 166, the VVA commands circuit 167 can determine the exhaust cam phase value to be included in the exhaust cam phasing command 342 provided to the exhaust cams of the engine 101.

[0074] As shown in FIG. 7, a desired charge flow rate graph 175 provides various charge flow curves associated with various engine speed 306 and engine torque 308 set points. The x-axis represents the interpolation factor ranging from 0 to 1, and the y-axis represents the charge flow rate ranging from 0 to 500 kilograms per hour. In some embodiments, the charge flow rate may range from 0 to more or less than 500 kilograms per hour. Accordingly, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, and receiving the interpolation factor 320 from the interpolation factor circuit 166, the charge flow circuit 168 can determine the charge flow rate value to be provided to the air handling controller 180 such that the air handling controller 180 can generate the IAT and / or WG commands 344 to be provided to the IAT and the WG of the air system 104.

[0075] As shown in FIG. 8, a NOx modifier graph 176 provides various NOx modifier curves associated with various engine speed 306 and engine torque 308 set points. The x-axis represents the interpolation factor ranging from 0 to 1, and the y-axis represents the NOx modifier ranging from 2 to 16 grams per kilowatt-hour. In some embodiments, the NOx modifier may range from 0 to more or less than 16 grams per kilowatt-hour. The intake cam phasing and / or exhaust cam phasing commands 342 may effect NOx generation in the engine 101, and efficient NOx control requires accurate NOx response models. Because the system herein has the authority to dynamically change VVA commands, the variation in NOxgeneration based on the cam phasing is accounted for through a normalized factor such as the interpolation factor 320. Accordingly, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, and receiving the interpolation factor 320 from the interpolation factor circuit 166, the NOx response correction circuit 169 can determine the NOx modifier value to be applied to the NOx response 310 to generate the corrected NOx response 346 to more accurately track NOx generation.

[0076] As shown in FIG. 9, a fuel flow compensation factor graph 177 provides various fuel flow compensation factor curves associated with various engine speed 306 and engine torque 308 set points. The x-axis represents the interpolation factor ranging from 0 to 1, and the y-axis represents the fuel flow compensation factor ranging from 16 to 44 milligrams per cylinder. In some embodiments, the fuel flow compensation factor may range from 0 to more or less than 44 milligrams per cylinder. The intake cam phasing and / or exhaust cam phasing commands 342 may affect fueling in the engine 101, which may cause inefficient engine torque production and operation. Because the system herein has the authority to dynamically change VVA commands, the variation in fueling based on the cam phasing is accounted for through a normalized factor such as the interpolation factor 320. Accordingly, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, and receiving the interpolation factor 320 from the interpolation factor circuit 166, the fuel correction circuit 170 can determine the fuel flow compensation factor to be applied to the desired amount of fuel 312 to generate the fuel injection command 348.

[0077] According to an exemplary embodiment, the VVA commands circuit 167, the charge flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 of the feedforward and feedback controller 160 are configured to provide coordinated control of the engine 101, the fuel system 102, and / or the air system 104 via the outputs 340 to control the actual exhaust gas temperature 304 to achieve or substantially achieve (e.g., without a threshold difference <5) the aftertreatment temperature target 302 and, thereby, facilitate optimum efficiency operation of the aftertreatment system 120. By way of example, the intake cam phasing and / or exhaust cam phasing commands 342 can affect the air-to-fuel ratio and pumping loses on the engine 101, which can require changes to fueling (e.g., via the fuel injection command 348), and impact exhaust temperature. As shown inFIG. 10, by adjusting the intake cam phasing (as shown in graph 402) and / or the exhaust cam phasing (as shown in graph 404) (at fixed engine speed 306 and engine torque 308), the actual exhaust gas temperature 304 can be manipulated to achieve the aftertreatment temperature target 302 and keep the temperature between the low temperature threshold 314 and the high temperature threshold 316 (as shown in graph 400). More specifically, as shown in graphs 400-404, by retarding the intake cam phasing and / or advancing the exhaust cam phasing (from a nominal position), the exhaust temperature can be increased. Similarly, the exhaust temperature can be decreased by (a) returning the intake cam phasing towards the nominal position or further advancing the intake cam phasing and / or (b) returning the exhaust cam phasing towards the nominal position or further retarding the exhaust cam phasing. By way of another example, the IAT and / or WG commands 344 can affect the air-to-fuel ratio, which can require changes to fueling (e.g., via the fuel injection command 348), and impact exhaust temperature. For example, by engaging the WG to open, hot exhaust gases can bypass the turbocharger and flow directly into the aftertreatment system 120, thereby increasing the temperature thereof. However, bypassing the turbocharger via the WG can affect the charge air flow provided by the air system 104 to the engine 101 and, therefore, the air-to-fuel ratio. Accordingly, the IAT and / or WG commands 344 may accommodate for this by further opening the IAT to provide more charge air and / or the fuel injection command 348 may accommodate for this by adjusting fueling to provide a proper air-to-fuel ratio based on current engine operation. Similarly, the opposite is true: closing the WG can reduce the exhaust temperature and cause more charge air to be provided to the engine 101, and thereby, the IAT may need to be set to a more closed position and / or fueling may need to be adjusted to compensate.

[0078] Referring now to FIG. 11, a method 500 for controlling a temperature of an exhaust aftertreatment system (e.g., the aftertreatment system 120) within an optimum operating window to facilitate operating the aftertreatment system at peak efficiency while maintaining proper operation of an engine (e.g., the engine 101) based on current demands is shown. At step 510, a control system (e.g., the control system 150, the feedforward and feedback controller 160, etc.) is structured or configured to determine whether a temperature target (e.g., the aftertreatment temperature target 302 determined by the AFT temperature target generator 152) is greater than an actual aftertreatment temperature (e.g., the actual exhaustgas temperature 304, by more than a threshold amount or difference, etc.). The threshold amount may be 0, 2, 5, 10, or 15 degrees, or the threshold difference may be 1%, 2%, 5%, 10%, etc. If the temperature target is not greater than the aftertreatment temperature (e.g., by more than the threshold amount or difference), the control system is structured or configured to proceed to step 520. If the temperature target is greater than the aftertreatment temperature (e.g., by more than the threshold amount or difference), the control system is structured or configured to proceed to step 540.

[0079] At step 520, the control system is structured or configured to determine whether the temperature target is less than the actual aftertreatment temperature (e.g., by more than the threshold amount or difference). If the temperature target is not less than the aftertreatment temperature (e.g., by more than the threshold amount or difference), the control system is structured or configured to return to step 510. If the temperature target is less than the aftertreatment temperature (e.g., by more than the threshold amount or difference), the control system is structured or configured to proceed to step 530.

[0080] At step 530, in response to the target temperature being less than the actual aftertreatment temperature, the control system is configured to coordinate the control between a fuel system (e.g., the fuel system 102), an air system (e.g., the air system 104), and an engine (e.g., the engine 101) to decrease the actual aftertreatment temperature. By way of example, the control system may adjust an injection pattern of, an injection timing of, and / or an amount of fueling provided by fuel injectors of the fuel system, adjust charge air flow provided by an IAT, adjust an amount of exhaust gas bypassing a turbocharger through a WG, adjust intake cam phasing, and / or adjust exhaust cam phasing in a coordinated fashion to maintain proper operation of the engine based on current demand while effectively decreasing the actual aftertreatment temperature.

[0081] At step 540, in response to the target temperature being greater than the actual aftertreatment temperature, the control system is configured to coordinate the control between the fuel system, the air system, and the engine to increase the actual aftertreatment temperature. By way of example, the control system may adjust the injection pattern, the injection timing, and / or the amount of fueling provided by the fuel injectors of the fuel system, adjust the charge air flow provided by the IAT, adjust the amount of exhaust gasbypassing the turbocharger through the WG, adjust the intake cam phasing, and / or adjust the exhaust cam phasing in a coordinated fashion to maintain proper operation of the engine based on current demand while effectively increasing the actual aftertreatment temperature.

[0082] As utilized herein, the terms “approximately,” “about,” “substantially”, and similar terms are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the disclosure as recited in the appended claims.

[0083] It should be noted that the term “exemplary” and variations thereof, as used herein to describe various embodiments, are intended to indicate that such embodiments are possible examples, representations, or illustrations of possible embodiments (and such terms are not intended to connote that such embodiments are necessarily extraordinary or superlative examples).

[0084] The term “coupled” and variations thereof, as used herein, means the joining of two members directly or indirectly to one another. Such joining may be stationary (e.g., permanent or fixed) or moveable (e.g., removable or releasable). Such joining may be achieved with the two members coupled directly to each other, with the two members coupled to each other using one or more separate intervening members, or with the two members coupled to each other using an intervening member that is integrally formed as a single unitary body with one of the two members. If “coupled” or variations thereof are modified by an additional term (e.g., directly coupled), the generic definition of “coupled” provided above is modified by the plain language meaning of the additional term (e.g., “directly coupled” means the joining of two members without any separate intervening member), resulting in a narrower definition than the generic definition of “coupled” provided above. Such coupling may be mechanical, electrical, or fluidic. For example, circuit A communicably “coupled” to circuit B may signify that the circuit A communicates directlywith circuit B (i.e., no intermediary) or communicates indirectly with circuit B (e.g., through one or more intermediaries).

[0085] References herein to the positions of elements (e.g., “top,” “bottom,” “above,” “below”) are merely used to describe the orientation of various elements in the FIGURES. It should be noted that the orientation of various elements may differ according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure.

[0086] While various circuits with particular functionality are shown in FIGS. 2B and 2C, it should be understood that the control system 150 (e.g., the AFT temperature target generator 152, the feedforward and feedback controller 160, the air handling controller 180) may include any number of circuits for completing the functions described herein. For example, the activities and functionalities of the control system 150 may be combined in multiple circuits or as a single circuit. Additional circuits with additional functionality may also be included. Further, the control system 150 may further control other activity beyond the scope of the present disclosure.

[0087] As mentioned above and in one configuration, the “circuits” may be implemented in machine-readable medium for execution by various types of processors, such as the processor 162 of FIG. 2B and the processor 182 of FIG. 2C. Executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit. Indeed, a circuit of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within circuits, and may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.

[0088] While the term “processor” is briefly defined above, the term “processor” and “processing circuit” are meant to be broadly interpreted. In this regard and as mentioned above, the “processor” may 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 structured to execute instructions provided by memory. The one or more processors may take the form of a single core processor, multi-core processor (e.g., a dual core processor, triple core processor, quad core processor, etc.), microprocessor, etc. In some embodiments, the one or more processors may be external to the apparatus, for example the one or more processors may be a remote processor (e.g., a cloud based processor). Alternatively or additionally, the one or more processors may be internal and / or local to the apparatus. In this regard, a given circuit or components thereof may be disposed locally (e.g., as part of a local server, a local computing system, etc.) or remotely (e.g., as part of a remote server such as a cloud based server). To that end, a “circuit” as described herein may include components that are distributed across one or more locations.

[0089] Embodiments within the scope of the present 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 media that can be accessed by a computer. The computer readable medium may be a tangible computer readable storage medium storing the computer readable program code. The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the computer readable medium may include but are not limited to a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micromechanical storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, and / or store computer readable program code for use by and / or in connection with aninstruction execution system, apparatus, or device. Machine-executable instructions include, for example, instructions and data which cause a computer or processing machine to perform a certain function or group of functions.

[0090] The computer readable medium may also be a computer readable signal medium. A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electrical, electro-magnetic, magnetic, optical, or any suitable combination thereof. A computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport computer readable program code for use by or in connection with an instruction execution system, apparatus, or device. Computer readable program code embodied on a computer readable signal medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, Radio Frequency (RF), or the like, or any suitable combination of the foregoing

[0091] In one embodiment, the computer readable medium may comprise a combination of one or more computer readable storage mediums and one or more computer readable signal mediums. For example, computer readable program code may be both propagated as an electro-magnetic signal through a fiber optic cable for execution by a processor and stored on RAM storage device for execution by the processor.

[0092] Computer readable program code for carrying out operations for aspects of the present disclosure may be written in any combination of one or more other programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code may execute entirely on the user's computer, partly on the user's computer, as a standalone computer-readable package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including alocal area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0093] The program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function / act specified in the schematic flowchart diagrams and / or schematic block diagrams block or blocks.

[0094] Although the figures and description may illustrate a specific order of method steps, the order of such steps may differ from what is depicted and described, unless specified differently above. Also, two or more steps may be performed concurrently or with partial concurrence, unless specified differently above. Such variation may depend, for example, on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure. Likewise, software implementations of the described methods could be accomplished with standard programming techniques with rule-based logic and other logic to accomplish the various connection steps, processing steps, comparison steps, and decision steps.

[0095] It is important to note that the construction and arrangement of the apparatus and system as shown in the various exemplary embodiments is illustrative only. Additionally, any element disclosed in one embodiment may be incorporated or utilized with any other embodiment disclosed herein.

Claims

WHAT IS CLAIMED:

1. A system comprising: one or more processing circuits comprising one or more memory devices coupled to one or more processors, the one or more memory devices configured to store instructions thereon that, when executed by the one or more processors, cause the one or more processors to: acquire temperature data regarding a temperature of exhaust gas entering an aftertreatment system from an engine; compare the temperature to a target temperature; and in response to the temperature deviating from the target temperature, provide at least one command to at least one of (a) the engine, (b) a fuel system configured to supply fuel to the engine, or (c) an air system configured to supply air to the engine to control (i) the temperature of the exhaust gas to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desirable temperature operating range and (ii) an air-to-fuel ratio to substantially maintain operation of the engine at an operating condition based on current demand.

2. The system of Claim 1, wherein the instructions, when executed by the one or more processors, further cause the one or more processors to provide the at least one command to decrease the temperature in response to the temperature being greater than the target temperature.

3. The system of Claim 1, wherein the instructions, when executed by the one or more processors, further cause the one or more processors to provide the at least one command to increase the temperature in response to the temperature being less than the target temperature.

4. The system of Claim 1, wherein the instructions, when executed by the one or more processors, further cause the one or more processors to provide the at least one command to (a) an intake cam of the engine, (b) an exhaust cam of the engine, (c) a fuel injector of the fuel system to control a supply the fuel to the engine, (d) at least one of an intake air throttle or a turbocharger wastegate of the air system to control a supply of chargeair flow to the engine, or (e) the turbocharger wastegate to control an amount of the exhaust gas bypassing a turbocharger and received by the aftertreatment system.

5. The system of Claim 1, wherein the instructions, when executed by the one or more processors, further cause the one or more processors to provide the at least one command to the engine, the fuel system, and the air system to coordinate control between the engine, the fuel system, and the air system to maintain the aftertreatment temperature of the one or more components of the aftertreatment system within the desirable temperature operating range and maintain operation of the engine at the operating condition.

6. The system of Claim 1, wherein the instructions, when executed by the one or more processors, further cause the one or more processors to provide the at least one command in response to the temperature deviating from than the target temperature by more than a threshold amount.

7. The system of Claim 6, wherein the threshold amount is at least being outside of the desirable temperature operating range.

8. The system of Claim 1, wherein the desirable temperature operating range is between about 300 degrees Celsius and about 400 degrees Celsius.

9. The system of Claim 1, wherein the operating condition includes engine speed and engine torque.

10. The system of Claim 9, wherein the desirable temperature operating range includes a low temperature threshold and a high temperature threshold, and wherein the instructions, when executed by the one or more processors, further cause the one or more processors to: determine an interpolation factor based on the temperature of the exhaust gas, the target temperature, the low temperature threshold, and the high temperature threshold; and determine the at least one command based on the interpolation factor, the engine speed, and the engine torque.

11. A system comprising: one or more processing circuits comprising one or more memory devices coupled to one or more processors, the one or more memory devices configured to store instructions thereon that, when executed by the one or more processors, cause the one or more processors to: acquire temperature data regarding a temperature of exhaust gas entering an aftertreatment system from an engine; and in response to the temperature deviating from a target temperature for one or more components of the aftertreatment system by more than a threshold amount, provide a command to (a) the engine, (b) a fuel system configured to supply fuel to the engine, and (c) an air system configured to supply air to the engine to coordinate control between the engine, the fuel system, and the air system to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desirable temperature operating range and substantially maintain operation of the engine at an operating condition based on current demand.

12. The system of Claim 11, wherein the instructions, when executed by the one or more processors, further cause the one or more processors to provide the command to (a) at least one of (i) an intake cam of the engine or (ii) an exhaust cam of the engine, (b) a fuel injector of the fuel system to control a supply of the fuel to the engine, and (c) at least one of (i) an intake air throttle of the air system to at least partially control a supply of charge air flow to the engine, (ii) a turbocharger wastegate of the air system configured to at least partially control the supply of charge air flow to the engine, or (iii) the turbocharger wastegate to control an amount of the exhaust gas bypassing a turbocharger and received by the aftertreatment system.

13. The system of Claim 11, wherein the threshold amount is at least being outside of the desirable temperature operating range.

14. The system of Claim 11, wherein the desirable temperature operating range is between about 300 degrees Celsius and about 400 degrees Celsius.

15. The system of Claim 11, wherein the operating condition includes engine speed and engine torque.

16. The system of Claim 15, wherein the desirable temperature operating range includes a low temperature threshold and a high temperature threshold, and wherein the instructions, when executed by the one or more processors, further cause the one or more processors to: determine an interpolation factor based on the temperature of the exhaust gas, the target temperature for the one or more components of the aftertreatment system, the low temperature threshold, and the high temperature threshold; and determine the command based on the interpolation factor, the engine speed, and the engine torque.

17. A non-transitory computer readable medium having computer-executable instructions encoded therein, the instructions, when executed by one or more processors, cause the one or more processors to perform operations comprising: acquiring temperature data regarding a temperature of exhaust gas entering an aftertreatment system from an engine; and in response to the temperature deviating from a target temperature for one or more components of the aftertreatment system by more than a threshold amount, providing a command to (a) the engine, (b) a fuel system configured to supply fuel to the engine, and (c) an air system configured to supply air to the engine to coordinate control between the engine, the fuel system, and the air system to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desirable temperature operating range and substantially maintain operation of the engine at an operating condition based on current demand.

18. The non-transitory computer readable medium of Claim 17, wherein the instructions, when executed by the one or more processors, further cause the one or more processors to perform operations comprising providing the command to (a) at least one of (i) an intake cam of the engine or (ii) an exhaust cam of the engine, (b) a fuel injector of the fuel system to control a supply of the fuel to the engine, and (c) at least one of (i) an intake air throttle of the air system to at least partially control a supply of charge air flow to the engine,(ii) a turbocharger wastegate of the air system configured to at least partially control the supply of charge air flow to the engine, or (iii) the turbocharger wastegate to control an amount of the exhaust gas bypassing a turbocharger and received by the aftertreatment system.

19. The non-transitory computer readable medium of Claim 17, wherein the operating condition includes engine speed and engine torque.

20. The non-transitory computer readable medium of Claim 19, wherein the desirable temperature operating range includes a low temperature threshold and a high temperature threshold, and wherein the instructions, when executed by the one or more processors, further cause the one or more processors to perform operations comprising: determining an interpolation factor based on the temperature of the exhaust gas, the target temperature for the one or more components of the aftertreatment system, the low temperature threshold, and the high temperature threshold; and determining the command based on the interpolation factor, the engine speed, and the engine torque.

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