Systems and methods for controlling exhaust gas temperature in aftertreatment systems

Abstract

Systems and methods for controlling exhaust gas temperature in an aftertreatment system are provided, wherein one or more processing circuits are configured to obtain temperature data regarding the temperature of exhaust gases entering the aftertreatment system from an engine, compare the temperature to a target temperature, and, in response to a temperature deviation 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 (i) control the temperature of the exhaust gases to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desired temperature operating range, and (ii) control the air / fuel ratio to substantially maintain operation of the engine at an operating condition based on current demand.

Description

[Technical Field]

[0001] (Cross-reference of related applications) This application claims the benefit and priority of U.S. Provisional Patent Application No. 63 / 442,993, filed on 2 February 2023, which is incorporated herein by reference in its entirety.

[0002] (Technical field) This disclosure relates to exhaust aftertreatment systems for vehicles. More specifically, this disclosure relates to systems and methods for controlling exhaust temperature within an aftertreatment system. [Background technology]

[0003] Emissions regulations for internal combustion engines have become stricter in recent years. Environmental concerns are motivating the implementation of more stringent emission requirements for internal combustion engines around the world. In the United States, government agencies such as the Environmental Protection Agency (EPA) carefully monitor engine emission quality and set emission standards that engines must comply with. As a result, the use of on-engine exhaust aftertreatment systems to reduce emissions is increasing.

[0004] Exhaust aftertreatment systems are generally designed to reduce the emissions of particulate matter, nitrogen oxides (NOx), hydrocarbons, and other environmentally harmful pollutants. However, to achieve low exhaust pipe emissions, it is necessary to maintain high emission reductions by keeping the exhaust temperature within a favorable range during aftertreatment. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] International Publication No. 2011 / 041576 [Overview of the project] [Means for solving the problem]

[0006] 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 one or more memory devices are configured to store instructions thereon, which, when executed by one or more processors, cause one or more processors to (i) control the exhaust gas temperature to maintain the aftertreatment temperature of one or more components of the aftertreatment system within a desired temperature operating range, and (ii) control the air / fuel ratio to substantially maintain the engine operation under certain operating conditions based on current demand, by obtaining temperature data relating to the temperature of exhaust gas entering the aftertreatment system from the engine, comparing the temperature to a target temperature, and providing 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 in response to a temperature deviation from the target temperature.

[0007] Another embodiment relates to a system, which 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, which, when executed by one or more processors, cause one or more processors to obtain temperature data relating to the temperature of exhaust gases entering the aftertreatment system from the engine, and to provide commands 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, in response to the temperature exceeding a threshold amount and deviating from a target temperature for one or more components of the aftertreatment system, thereby maintaining the aftertreatment temperature of one or more components of the aftertreatment system within a desired temperature operating range and substantially maintaining the engine operation under certain operating conditions based on current demand.

[0008] Another embodiment relates to a non-transient computer-readable medium having encoded computer-executable instructions. When executed by one or more processors, the instructions cause one or more processors to perform operations including obtaining temperature data relating to the temperature of exhaust gases entering the aftertreatment system from the engine, and providing commands 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, in response to the temperature exceeding a threshold amount and deviating from a target temperature for one or more components of the aftertreatment system, thereby maintaining the aftertreatment temperature of one or more components of the aftertreatment system within a desired temperature operating range and substantially maintaining the engine operation under certain operating conditions based on current demand.

[0009] Numerous specific details are provided to give a thorough understanding of the embodiments of the subject matter of this disclosure. The described features of the subject matter of this disclosure may be combined in any preferred manner in one or more embodiments and / or implementations. In this regard, one or more features of a certain aspect of the invention may be combined with one or more features of a different aspect of the invention. Furthermore, additional features, which may not be present in all embodiments or implementations, may be recognized in certain embodiments and / or implementations. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a schematic block diagram of an engine system according to an exemplary embodiment.

[0011] [Figure 2A] Figure 2A is a block diagram of a control system for the engine system of Figure 1, including a post-processing temperature target generator, feedforward and feedback controllers, and an air handling controller, according to an exemplary embodiment.

[0012] [Figure 2B] Figure 2B is a block diagram of the feedforward and feedback controllers of Figure 2A according to an exemplary embodiment.

[0013] [Figure 2C] Figure 2C is a block diagram of the air handling controller of Figure 2A according to an exemplary embodiment.

[0014] [Figure 3] Figure 3 is a schematic flow diagram of data and commands received by and transmitted from the air handling controller and the feedforward and feedback controllers of Figures 2A - 2C according to an exemplary embodiment.

[0015] [Figure 4] Figure 4 is a schematic block diagram showing the process implemented by the feedforward and feedback controllers of Figures 2A and 2B according to an exemplary embodiment.

[0016] [Figure 5] Figure 5 is a graph including various intake cam phase adjustment curves associated with various engine speeds and engine torque set points according to an exemplary embodiment.

[0017] [Figure 6] Figure 6 is a graph including various exhaust cam phase adjustment curves associated with various engine speeds and engine torque set points according to an exemplary embodiment.

[0018] [Figure 7] Figure 7 is a graph including various charge flow curves associated with various engine speeds and engine torque set points according to an exemplary embodiment.

[0019] [Figure 8]Figure 8 is a graph showing various NOx correction coefficient curves associated with various engine speeds and engine torque setpoints according to an exemplary embodiment.

[0020] [Figure 9] Figure 9 is a graph showing various fuel flow compensation coefficient curves associated with various engine speeds and engine torque setpoints according to an exemplary embodiment.

[0021] [Figure 10] Figure 10 shows various graphs illustrating the effect of exhaust temperature on intake cam phase adjustment and exhaust cam phase adjustment according to exemplary embodiments.

[0022] [Figure 11] Figure 11 is a flowchart illustrating a method for controlling the temperature of an exhaust aftertreatment system according to an exemplary embodiment. [Modes for carrying out the invention]

[0023] The following is a more detailed description of methods, apparatus, and systems for controlling exhaust gas temperature within a post-treatment system, and various concepts of their implementation. Before looking to the diagrams illustrating an exemplary embodiment in detail, please understand that this disclosure is not limited to the details or methodologies described or illustrated in the description. Please also understand that the terminology used herein is for illustrative purposes only and should not be considered limiting.

[0024] Referring to the figures, the various embodiments disclosed herein generally relate to systems, apparatus, and methods for controlling exhaust temperature (e.g., exhaust gas, components, and / or combinations thereof) within an aftertreatment system. More specifically, the systems, methods, and apparatus described herein relate to control systems structured or configured to monitor various operating parameters of the engine system (e.g., operating temperature, engine speed, engine torque, etc.) and control one or more components of the engine system (e.g., engine, fuel system, air system, etc.) in order to maintain the temperature of the aftertreatment system within a desired temperature range and facilitate the aftertreatment system operating at a predetermined desired peak efficiency or substantially that efficiency.

[0025] More specifically, the systems, methods, and apparatus of the present disclosure provide after-treatment systems capable of maintaining nearly 100% NOx de-oxidation efficiency with minimal N2O production. NOx conversion and N2O control depend on the operating temperature of the after-treatment system. The systems, methods, and apparatus of the present disclosure control the exhaust gas temperature, thereby the after-treatment system and / or component temperatures, and continuously or substantially continuously track the after-treatment system and / or component temperatures to maintain such NOx de-oxidation efficiency while continuing to facilitate the desired engine operation to meet current demands, and modulate the engine fuel and air supply (e.g., through variable valve timing adjustment, turbocharger bypass adjustment, air intake throttle adjustment, fuel injector adjustment, etc.).

[0026] Referring here to Figure 1, an exemplary embodiment of system 100 (e.g., a vehicle system, a power generator system, etc.) is shown. System 100 includes an engine 101, a fuel system 102 coupled to the engine 101, an air system 104 coupled to the engine 101, a post-processing system 120 coupled to the engine 101, an operator input / output (I / O) device 140, and a control system 150, the control system 150 being coupled to one or more of the aforementioned components, and in particular, being communicatively coupled. In the configuration of Figure 1, system 100 is contained within a vehicle. The vehicle may be any type of on-road or off-road vehicle, including, but not limited to, wheel loaders, forklift trucks, long-haul trucks, medium-duty trucks (e.g., pickup trucks, etc.), sedans, coupes, tanks, airplanes, boats, and any other type of vehicle. In another embodiment, system 100 may be embodied in stationary equipment such as a power generator or power supply unit. All such modifications are intended to fall within the scope of this disclosure.

[0027] Engine 101 can be any type of engine that produces exhaust gases, 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., gasoline, natural gas, hydrogen, diesel engine, propane, etc.). In the example described, engine 101 is a diesel-driven compression ignition engine. In some embodiments, engine 101 may include one or more engine actuators. One or more engine actuators are structured to control at least one of the following: engine idle speed, one or more air flaps for torque and power control, and / or a fuel meter for controlling combustion.

[0028] The fuel system 102 is configured to supply fuel to the engine 101. The fuel system 102 may include a fuel tank, a fuel pump, fuel injectors, and / or other fuel supply components to store fuel and deliver fuel to the combustion cylinders of the engine 101 (for example, based on current engine operating parameters and demand). 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 throttle, and / or other air system components to deliver clean, compressed, and / or throttle-controlled air to the engine 101 (for example, based on current engine operating parameters and demand).

[0029] The aftertreatment system 120 communicates with the engine 101 and the exhaust gas receiving. The aftertreatment system includes a first dosing module (system, unit, assembly, device, etc.) or a 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, device, etc.) or a second doser 126, a second SCR system 128, and a heater 129. In other embodiments, only the SCR system 122 is included, and more or fewer 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 Figure 1, the heater 129 is coupled to the aftertreatment system 120 downstream of the engine 101 and upstream of the first SCR system 122. In other embodiments, the post-processing system 120 may include an additional heater, and / or the heater 129 may be coupled at different locations in the post-processing system 120.

[0030] DOC124 is structured to receive exhaust gas from upstream components and oxidize hydrocarbons and carbon monoxide in the exhaust gas. DPF125 is located or positioned downstream of DOC124 and is structured to remove particulate matter such as soot from the exhaust gas flowing through the exhaust gas stream. DPF125 includes an inlet where the exhaust gas is received and an outlet, at which the exhaust gas exits after particulate matter has been substantially filtered from the exhaust gas and / or the particulate matter has been converted to carbon dioxide. In some implementations, DPF125 or other components may be omitted. In addition, a particular arrangement is shown with respect to the aftertreatment system 120 in Figure 1, but the arrangement of components within the aftertreatment system 120 may differ in other embodiments (e.g., DPF125 is located downstream of the first SCR system 122, and one or more components are omitted or added, etc.).

[0031] The first doser 121 and / or the second doser 126 are part of a reducing agent delivery system, which may include a decomposition chamber (e.g., decomposition reactor, reactor pipe, decomposition tube, reactor tube, etc.) for converting the reducing agent to ammonia. The reducing agent may be, for example, urea, diesel exhaust fluid (DEF), Adblue®, aqueous urea solution (UWS), aqueous urea solution (e.g., AUS32, etc.), and / or other similar fluids. The reducing agent may be added to the exhaust gas stream to assist catalytic reduction. The first doser 121 may introduce the reducing agent upstream of the SCR catalyst 122a of the first SCR system 122, in particular, of the SCR catalyst 122a of the first SCR system 122, so that the SCR catalyst 122a receives a mixture of the reducing agent and the exhaust gas. Similarly, the second doser 126 may introduce the reducing agent upstream of the SCR catalyst 128a or SCR catalyst 128b of the second SCR system 128, in particular, so that the SCR catalyst 128a and / or SCR catalyst 128b receive a mixture of the reducing agent and exhaust gas. The reducing agent droplets then undergo the processes of evaporation, thermal decomposition, and hydrolysis to form gas ammonia in the decomposition chamber, SCR catalysts 122a, 128a, and / or 128b, and / or exhaust gas conduit system, and the gas ammonia then exits the aftertreatment system 120.

[0032] The aftertreatment system 120 may further include an oxidation catalyst (e.g., DOC 124) fluidly coupled to the exhaust gas conduit system for oxidizing hydrocarbons and carbon monoxide in the exhaust gas. To adequately assist this reduction, DOC 124 may be required to be at a certain operating temperature. In various embodiments, this certain operating temperature is 200–500°C. According to an exemplary embodiment, this certain operating temperature is about 300–400°C. In other embodiments, the certain operating temperature is the temperature at which the conversion efficiency of DOC 124 exceeds a predetermined threshold (e.g., the conversion of HC to less harmful compounds, known as hydrocarbon conversion efficiency). In some embodiments, the aftertreatment system 120 also includes a hydrocarbon (HC) dosing module or doser 123 for introducing hydrocarbons upstream of DOC 124.

[0033] The first SCR system 122 and / or the second SCR system 128 are configured to assist in reducing NOx emissions by accelerating the NOx reduction process based on the reaction of ammonia and NOx in the exhaust gas to diatomic nitrogen and water. As shown, the first SCR system 122 includes an 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, ASC122b may be removed from the first SCR system 122 (e.g., removed entirely, or included separately in the post-treatment system 120). In some embodiments, the second SCR system 128 may contain more or fewer components. For example, the second SCR system 128 may contain more, fewer, or different catalysts than the first catalyst 128a and / or the second catalyst 128b. In some embodiments, ASC128c may be removed from the second SCR system 128 (e.g., removed entirely, or included separately in the post-treatment system 120). For example, ASC122b and / or ASC128c are not included in the post-treatment system 120 and / or 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 the ASC. In yet other embodiments, the post-processing system 120 may include more than two SCR systems, fewer than two SCR systems, and other configurations.

[0034] If the first SCR system 122 and / or the second SCR system 128 are not at or above a certain operating temperature, the acceleration of the NOx reduction process will be limited, and the first SCR system 122 and / or the second SCR system 128 may not operate at an efficiency level to meet regulations. In various embodiments, this certain operating temperature is 200–500°C. According to an exemplary embodiment, this certain operating temperature is about 300–400°C. The first SCR system 122 and / or the second SCR system 128 may be fabricated from a combination of an inert material and an active catalyst such that the inert material (e.g., a ceramic substrate) directs the exhaust gas toward an active catalyst which is any type of material suitable for catalytic reduction (e.g., a metal exchange zeolite (Fe or Cu / zeolite), a base metal oxide such as vanadium, molybdenum, tungsten, etc.).

[0035] When ammonia in the exhaust gas does not react with the first SCR system 122 and / or the second SCR system 128 (because the first SCR system 122 and / or the second SCR system 128 are below their operating temperature, or because the amount of dosed ammonia significantly exceeds the amount of NOx), the unreacted ammonia may bind to the first SCR system 122 and / or the second SCR system 128 and be stored within them. 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 up, which can cause problems if the amount of ammonia released exceeds the amount of NOx passing through (i.e., more ammonia than is needed for the amount of NOx, which can lead to ammonia slip). In some embodiments, ASC122b and / or ASC128c are 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 downstream components or is released into the atmosphere. As the exhaust gas passes through ASC122b and / or ASC128c, some of the unreacted ammonia remaining in the exhaust gas (i.e., unreacted NOx) is partially oxidized to NOx, which then reacts with the remaining unreacted ammonia to form nitrogen (N2) gas and water. However, as with the first SCR system 122 and / or the second SCR system 128, if ASC122b and / or ASC128c are not at or above a certain temperature, the acceleration of the NH3 oxidation process is limited, and the ASC may not operate 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.

[0036] As shown in Figure 1, system 100 includes a plurality of sensors 130. Each of the sensors 130 may represent a single sensor or a set of sensors. The number, location, and type of sensors 130 included in system 100 are shown for illustrative purposes only. That is, in other configurations, the number, location, and type of sensors may differ. Sensors 130 may be NOx sensors, particulate matter (PM) sensors, other emission component sensors, temperature sensors, flow sensors, pressure sensors, or any combination thereof. NOx sensors are structured to obtain data indicating NOx values ​​(e.g., quantity, concentration, etc.) at each location where the NOx sensor is located. PM sensors are structured to obtain data indicating PM values ​​(e.g., quantity, concentration, etc.) at each location where the PM sensor is located. Temperature sensors are structured to obtain data indicating temperature at each location where the temperature sensor is located. Flow sensors are structured to obtain data indicating flow rate at each location where the flow sensor is located. The pressure sensor is structured to obtain pressure data at each location where the pressure sensor is situated.

[0037] The sensor 130 may be located in or near the engine 101, such as after the engine 101 and before the after-treatment system 120, after the after-treatment system 120, within the after-treatment system 120 (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 of the engine 101 and / or together with the engine 101, etc. It should be understood that the location of the sensor 130 may vary. In one embodiment, the sensor 130 may be located both before and after the after-treatment system 120. In one embodiment, at least one of the sensors 130 is structured as an exhaust gas component sensor (e.g., a sensor for CO, NOx, PM, SOx, etc.). In another embodiment, at least one of the sensors 130 is structured as a non-exhaust gas component sensor used to estimate exhaust gas emissions (e.g., temperature, flow rate, pressure, etc.). Additional sensors may also be included with the system 100. Sensors 130 may include engine-related sensors (e.g., torque sensors, speed sensors, pressure sensors, flow rate sensors, temperature sensors, etc.). Sensors 130 may further include sensors associated with other components of the system 100 (e.g., turbocharger speed sensors, fuel quantity and injection rate sensors, fuel rail pressure sensors, etc.).

[0038] Sensor 130 may be real or virtual (i.e., a non-physical sensor structured as program logic within a control system 150 that makes various estimations or decisions). For example, an engine speed sensor may be a real or virtual sensor configured to measure or otherwise obtain data, values, or information indicating the speed of engine 101 (typically expressed as revolutions per minute). When sensor 130 is coupled to engine 101 (when structured as a real sensor), it is structured to transmit a signal indicating the speed of engine 101 to the control system 150. When structured as a virtual sensor, at least one input may be used by the control system 150 in algorithms, models, lookup tables, etc., to determine or estimate engine parameters (e.g., power output). Any of the sensors 130 described herein may be real or virtual.

[0039] The control system 150 is communicatively coupled to the sensor 130. Therefore, the control system 150 is structured to receive data from one or more of the sensors 130. The received data can be used by the control system 150 to control one or more components within the system 100 (e.g., the engine 101, fuel system 102, air system 104, after-treatment system 120, etc.).

[0040] Still referring to Figure 1, the operator I / O device 140 is coupled to the control system 150 so that information can be exchanged between the control system 150 and the operator I / O device 140, and the information may relate to decisions / actions (described below) of one or more other components of system 100 and / or the control system 150. The operator I / O device 140 enables the operator of system 100 to communicate with the control system 150 and one or more other components of system 100. For example, the operator I / O device 140 may include, but is not limited to, a bidirectional display, a touchscreen device, one or more buttons and switches, a voice command receiver, etc. Thus, the operator I / O device 140 may provide the operator with one or more instructions or notifications, such as a malfunction indicator lamp (MIL). In addition, system 100 may include ports that allow the control system 150 to connect to or coupled with a scanning tool so that fault codes and other information about system 100 can be obtained.

[0041] The control system 150 is structured, at least in part, to control the operation of subsystems associated with system 100 (such as the engine 101, fuel system 102, air system 104, after-treatment system 120, and operator I / O device 140). Communication between and within components may be via any number of wired or wireless connections. For example, wired connections may include serial cables, fiber optic cables, CAT5 cables, or any other form of wired connection. For comparison, wireless connections may include the Internet, Wi-Fi, cellular, wireless, 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. Since the control system 150 is communicatively coupled to the system and components of Figure 1, the control system 150 is structured to receive data from one or more of the components shown in Figure 1. The structure and function of the control system 150 will be further described with reference to Figures 2A-3.

[0042] As the components in Figure 1 are shown to be realized within system 100, the control system 150 may be structured as one or more controllers, such as one or more electronic control units (ECUs), transmission control units, powertrain control modules, etc. Therefore, the controllers may be one or more microcontrollers. It should be understood that while a single control system is shown in the figure, multiple “controllers” may be implemented / utilized. The control system 150 may be separate from or included with at least one of the transmission control unit, exhaust aftertreatment control unit, powertrain control module, engine control module, etc.

[0043] Referring here to Figure 2A-3, schematic diagrams of the control system 150 of system 100 and the various components of system 100 are shown according to an exemplary embodiment. Generally, the control system 150 is structured or configured to monitor various operating parameters of system 100 (e.g., operating temperature, engine speed, engine torque, etc.) and control the control components of system 100 (e.g., engine 101, fuel system 102, air system 104, etc.) to maintain the engine exhaust temperature, thereby the temperature of the aftertreatment system 120, within a desired temperature range (e.g., about 300-400°C) and to facilitate the operation of the aftertreatment system 120 at peak efficiency or substantially that efficiency, in accordance with the engine load. The desired temperature range may be due to exhaust gas at one or more locations, one or more catalyst temperatures, or one or more component temperatures. The desired temperature range may indicate the need to increase the exhaust temperature (for low engine loads) or decrease it (for high engine loads) depending on the engine speed and / or load operation. As an example, if the actual temperature of the exhaust and / or aftertreatment system 120 is high (above a predetermined high-temperature threshold which may be specific to the catalyst, components, location of the temperature being measured, etc.), the control system 150 may be structured or configured to generate commands for the engine 101, fuel system 102, and / or air system 104 (e.g., variable valve timing for intake and / or exhaust cams, turbocharger bypass, intake throttle, fuel injector, etc.) to lower the exhaust gas temperature, and thereby the temperature of the aftertreatment system 120. As another example, if the actual temperature of the exhaust and / or aftertreatment system 120 is low (below a predetermined low-temperature threshold which may be specific to the catalyst, components, etc.), the control system 150 may be structured or configured to generate commands for the engine 101, fuel system 102, and / or air system 104 to increase the exhaust temperature, and thereby the temperature of the aftertreatment system 120.

[0044] As shown in Figure 2A, the control system 150 includes a post-processing (AFT) temperature target generator 152, a feedforward and feedback controller 160, and an air handling controller 180. Although shown as 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.).

[0045] As shown in Figure 2A, the AFT temperature target generator 152 is coupled to the engine 101 (e.g., its sensor 130), the post-processing system 120 (e.g., its sensor 130), 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 obtained from the post-processing system 120 and / or the sensor 130 of the engine 101. More specifically, the AFT temperature target generator 152 may be structured or configured to monitor the conditions or operating parameters of the aftertreatment system 120 and / or engine 101 (or the system 100 as a whole) based on data obtained from the data sensor 130, in order to facilitate the peak efficiency and operation of the aftertreatment system 120 (e.g., maintaining nearly or substantially nearly 100% NOx removal efficiency with minimal N2O production), and to determine an aftertreatment temperature target (e.g., aftertreatment temperature target 302) for the exhaust gases exiting the aftertreatment system 120 from the aftertreatment system 120 and / or engine 101 into the aftertreatment system 120. 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 therein, as described in more detail herein. Further details relating to the AFT temperature target generator 152 can be found in International Patent Application PCT / US2023 / 033280, filed on September 20, 2023 (which is incorporated herein by reference in its entirety). The AFT temperature target generator 152 may include the feedforward and feedback controller 160 and / or air handling controller 180 described herein and similar components (e.g., processing circuits, processors, memory devices, communication interfaces, etc.).

[0046] As shown in Figures 2A and 2B, the feedforward and feedback controller 160 is coupled to the engine 101 (e.g., its sensors 130, intake cam, exhaust cam, etc.), the fuel system 102 (e.g., fuel injectors), the aftertreatment system 120 (e.g., its sensors 130), the AFT temperature target generator 152, and the air handling controller 180. As shown in Figures 2A and 2C, the air handling controller 180 is coupled to the air system 104 (e.g., wastegate, intake throttle, etc.) and the feedforward and feedback controller 160. In some embodiments (e.g., embodiments in which 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 also coupled directly to the air system 104, rather than indirectly through the air handling controller 180.

[0047] As shown in Figure 2B, the feedforward and feedback controller 160 includes a processing circuit 161 having a processor 162 and a memory device 163; a communication interface 164; and a control circuit network including an interpolation coefficient circuit 166, a variable valve actuation (VVA) command circuit 167, a supercharging flow circuit 168, a NOx response correction circuit 169, and a fuel correction circuit 170. The communication interface 164 is structured to facilitate communication between (a) the feedforward and feedback controller 160 and (b) the engine 101, fuel system 102, aftertreatment system 120, AFT temperature target generator 152, and air handling controller 180. Generally, the feedforward and feedback controller 160 is structured or configured to maintain exhaust temperatures, and therefore the temperatures of the aftertreatment system 120 components, within a target or optimal temperature range, thereby keeping the aftertreatment system 120 operating at peak efficiency and thereby facilitating high emission reductions, as will be further described in this specification. For example, if the after-treatment temperature target is above the current or actual after-treatment temperature, the feedforward and feedback controller 160 may be structured or configured to generate commands to control the engine 101, fuel system 102, and / or air system 104 to increase the exhaust gas temperature, thereby increasing the current or actual after-treatment temperature. On the other hand, if the after-treatment temperature target is below the current or actual after-treatment temperature, the feedforward and feedback controller 160 may be structured or configured to generate commands to control the engine 101, fuel system 102, and / or air system 104 to decrease the exhaust gas temperature, thereby decreasing the current or actual after-treatment temperature.

[0048] In one configuration, the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 are embodied as a machine- or computer-readable medium that stores instructions executable by a processor such as processor 162. As described herein, among other uses, machine-readable mediums facilitate the execution of certain operations and enable the reception and transmission of data. For example, a machine-readable medium can provide instructions (e.g., commands, etc.) and, for example, obtain data. In this regard, a machine-readable medium may include programmable logic that defines the frequency of data acquisition (or data transmission). A computer-readable medium may include code, which may be written in any programming language, including, but not limited to, Java® and any conventional procedural programming language, such as the C programming language or similar programming languages. 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., a CAN bus, etc.).

[0049] In alternative configurations, the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 are embodied as hardware units such as electronic control units. Thus, the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 can be embodied as one or more network components, including, but not limited to, processing networks, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 can take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (ICs), discrete circuits, system-on-a-chip (SOC) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of “circuit.” In this regard, the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 may include any type of component to perform or facilitate the achievement of the operations described herein. For example, circuits such as those 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, etc.). The interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 may also include programmable hardware devices such as field-programmable gate arrays, programmable array logic, programmable logic devices, etc. The interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow rate circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 may include one or more memory devices to store instructions that can be executed by the processor of the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow rate circuit 168, NOx response correction circuit 169, and fuel correction circuit 170.One or more memory devices and processors may have the same definition as those provided below with respect to memory device 163 and processor 162. In some hardware unit configurations, the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 may be geographically distributed throughout separate locations within system 100. Alternatively, as shown, the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 may be embodied in or within a single unit / enclosure, shown as a feedforward and feedback controller 160.

[0050] In the example shown, the feedforward and feedback controller 160 includes a processing circuit 161 having a processor 162 and a 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 coefficient circuit 166, the VVA command circuit 167, the supercharger flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170. The configuration described represents the interpolation coefficient circuit 166, the VVA command circuit 167, the supercharger flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 as a machine- or computer-readable medium. However, as stated above, this example is not intended to be limiting, and this disclosure also considers other embodiments in which the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170, or at least one of the interpolation coefficient circuit 166, VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 are configured as hardware units. All such combinations and modifications are intended to fall within the scope of this disclosure.

[0051] Hardware and data processing components (e.g., processor 162, processor 182, etc.) used to implement the various processes, operations, illustrative logic, logic blocks, modules, and circuits described in connection with the embodiments disclosed herein may be implemented or carried out using general-purpose single or multi-chip processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, individual gate or transistor logic, individual hardware components, or any combination thereof, designed to perform the functions described herein. The general-purpose processor may be a microprocessor, or any conventional processor, or a state machine. The processor may also be implemented as a combination of computing devices such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors combined with a DSP core, or any other such configuration. In some embodiments, one or more processors may be shared by multiple circuits (for example, the interpolation coefficient circuit 166, the VVA command circuit 167, the supercharging flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 may have the same processor or be shared in different ways, which may execute instructions stored or otherwise accessed in some exemplary embodiments via different areas of memory). Alternatively, or in addition, one or more processors may be structured to perform or otherwise perform certain operations independently of one or more coprocessors. In other exemplary embodiments, two or more processors may be coupled via a bus to enable independent, parallel, piped, or multithreaded instruction execution. All such modifications are intended to fall within the scope of this disclosure.

[0052] Memory device 163 (and 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 to complete or facilitate the various processes, layers, and modules described herein. For example, memory device 163 may include dynamic random access memory (DRAM). Memory device 163 may be communicatively connected to processor 162 and may provide computer code or instructions to processor 162 to execute at least some of the processes described herein. Furthermore, memory device 163 may be or include tangible non-transient volatile memory or non-volatile memory. Thus, memory device 163 may include database components, object code components, script components, or any other type of information structure to support the various activities and information structures described herein.

[0053] The communication interface 164 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for data communication with various systems, devices, or networks structured to enable intra-system communication (e.g., between and within components of system 100) and extra-system communication (e.g., with remote servers). For example, with respect to extra-system communication, the communication interface 164 may include Ethernet® cards and ports for sending and receiving data via Ethernet®-based communication networks and / or Wi-Fi transceivers for communication over wireless communication networks. The communication interface 164 may be structured to communicate over local area networks or wide area networks (e.g., the Internet) and may use various communication protocols (e.g., IP, LON, Bluetooth®, ZigBee®, wireless, cellular, short-range communication).

[0054] As shown in Figure 2C, the air handling controller 180 includes a processing circuit 181 having a processor 182 and a memory device 183; a communication interface 184; and a control circuit network including an air system circuit 186. The communication 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, as will be described in more detail herein, at least in part, to 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, thereby keeping the aftertreatment system 120 operating at peak efficiency and thereby facilitating high emission reduction.

[0055] In one configuration, the air system circuit 186 is embodied as a machine- or computer-readable medium that stores instructions executable by a processor such as processor 182. As described herein, among other uses, machine-readable mediums facilitate the execution of certain operations and enable the reception and transmission of data. For example, a machine-readable medium can provide instructions (e.g., commands, etc.) and, for example, obtain data. In this regard, a machine-readable medium may include programmable logic that defines the frequency of data retrieval (or data transmission). A computer-readable medium may include code, which can be written in any programming language, including, but not limited to, Java® and any conventional procedural programming language, such as the C programming language or similar programming languages. Computer-readable program code can 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., a CAN bus, etc.).

[0056] In other configurations, the air system circuit 186 is embodied as a hardware unit such as an electronic control unit. Thus, the air system circuit 186 may be embodied as one or more network components, including, but not limited to, processing networks, 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 (ICs), discrete circuits, system-on-a-chip (SOC) 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 performing or facilitating the achievement of the operations described herein. For example, a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, etc.). The air system circuit 186 may also include programmable hardware devices such as field-programmable gate arrays, programmable array logic, programmable logic devices, etc. The air system circuit 186 may include one or more memory devices to store instructions executable by the processor of the air system circuit 186. One or more memory devices and processors may have the same definition as those provided below with respect to memory device 183 and processor 182. In some hardware unit configurations, the air system circuit 186 may be geographically distributed across separate locations within the system 100 with respect to the feedforward and feedback controller 160 network. Alternatively, the air system circuit 186 may be embodied in or within a single unit / enclosure together with one or more of the feedforward and feedback controller 160 circuits.

[0057] In the illustrated example, the air handling controller 180 includes a processing circuit 181 having a processor 182 and a 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 configurations described represent the air system circuit 186 as a machine or computer-readable medium. However, as stated above, this illustration is not intended to limit, and the disclosure also considers other embodiments in which the air system circuit 186 is configured as a hardware unit. All such combinations and modifications are intended to fall within the scope of the disclosure.

[0058] The communication interface 184 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for data communication with various systems, devices, or networks structured to enable intra-system communication (e.g., between and within components of system 100) and extra-system communication (e.g., with remote servers). For example, with respect to extra-system communication, the communication interface 184 may include Ethernet® cards and ports for sending and receiving data via Ethernet®-based communication networks and / or Wi-Fi transceivers for communication over wireless communication networks. The communication interface 184 may be structured to communicate over local area networks or wide area networks (e.g., the Internet) and may use various communication protocols (e.g., IP, LON, Bluetooth®, ZigBee®, wireless, cellular, short-range communication).

[0059] As shown in Figures 2A, 2B, and 3, the feedforward and feedback controller 160 is structured or configured to communicate with the engine 101 (e.g., its sensors 130), the fuel system 102, the after-treatment system 120 (e.g., its sensors 130), and / or the AFT temperature target generator 152 via a communication interface 164 to obtain or receive various input data 300. More specifically, the feedforward and feedback controller 160 is structured or configured to obtain or receive input data 300 including (a) an after-treatment temperature target 302 from an AFT temperature target generator 152, (b) actual exhaust gas temperature 304 from sensors 130 of the engine 101 and / or after-treatment system 120 (e.g., the temperature of the exhaust gas exiting the engine 101 and entering the after-treatment system 120), (c) engine speed 306 from sensors 130 of the engine 101, (d) engine torque 308 from sensors 130 of the engine 101, (e.g., NOx response 310 from sensors 130 of the after-treatment system 120 (e.g., without exhaust temperature control as disclosed herein), and a desired amount of fuel 312 from the engine 101 and / or fuel system 102 (e.g., based on engine load demand, without exhaust temperature control as disclosed herein).

[0060] As shown in Figures 3 and 4, the interpolation coefficient circuit 166 controls the post-processing temperature target 302(T des ), actual exhaust gas temperature 304(T act ), low temperature threshold 314(T io ), and high temperature threshold 316(T hiBased on this, the interpolation coefficient 320(γ) is determined and structured or configured to be provided to the VVA command circuit 167, the supercharging flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170, respectively. The low temperature threshold 314 is pre-stored by the interpolation coefficient circuit 166 and may be considered the 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 is pre-stored by the interpolation coefficient circuit 166 and may be considered the 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 “desired temperature range” as described herein.

[0061] As shown in Figure 4, the interpolation coefficient circuit 166 performs feedforward control function 166a and feedback control function 166b to determine the interpolation coefficient 320. The feedforward control function 166a determines the feedforward interpolation coefficient value based on the post-processing temperature target 302, the low temperature threshold 314, and the high temperature threshold 316. As an example, the feedforward interpolation coefficient value (FF) can be expressed as follows.

number

[0062] The feedback control function 166b determines a feedback interpolation coefficient value based on the after-treatment temperature target 302 and the actual exhaust gas temperature 304 (e.g., the difference between them). As an example, the feedback interpolation coefficient value may be determined using proportional-integral (PI) control. The interpolation coefficient circuit 166 may then be structured or configured to determine the interpolation coefficient 320 using the feedforward interpolation coefficient value and the feedback interpolation coefficient value. The feedforward control function 166a acts only on the after-treatment temperature target 302, whereas the feedback control function 166b uses both the after-treatment temperature target 302 and the actual exhaust gas temperature 304. The feedforward control function 166a may be responsible for the “primary control processing” but may have inaccuracies. The feedback control function 166b may provide corrections for the feedforward control function 166a. According to the exemplary embodiment, the combination of the feedforward control function 166a and the feedback control function 166b ensures control performance, and therefore efficient after-treatment performance of engine operation in both transient and static states.

[0063] As shown in Figures 3 and 4, the VVA command circuit 167, the supercharger flow circuit 168, the NOx response correction circuit 169, and the fuel correction circuit 170 are structured or configured to obtain or receive (a) an interpolation coefficient 320 from the interpolation coefficient circuit 166, (b) an engine speed 306 from the engine 101 (e.g., an associated sensor 130), and (c) an engine torque 308 from the engine 101 (e.g., an associated sensor 130). As shown in Figure 2A-3, (i) the VVA command circuit 167, the supercharging 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 communicate with the engine 101 (e.g., intake cam, exhaust cam, etc.), the fuel system 102 (e.g., fuel injector), and / or the air system 104 (e.g., intake throttle, wastegate, etc.) and are structured or configured to provide them with various outputs 340 based on interpolation coefficients 320, engine speed 306, engine torque 308, NOx response 310, and a desired amount of fuel 312.

[0064] The VVA command circuit 167 of the feedforward and feedback controller 160 is structured or configured to (a) determine intake cam phase adjustment and / or exhaust cam phase adjustment commands 342 based on interpolation coefficients 320, engine speed 306, and engine torque 308, and (b) provide the intake cam phase adjustment and / or exhaust cam phase adjustment commands 342 to the engine 101 to adjust the cam phase adjustment of the intake cam and / or exhaust cam of the engine 101.

[0065] The supercharger 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 an intake throttle (IAT) and / or wastegate (WG) command 344 based on an interpolation coefficient 320, engine speed 306, and engine torque 308, and (b) provide the IAT and / or WG command 344 to the air system 104, thereby regulating the supercharger air flow rate provided by the IAT and / or turbocharger of the air system 104 and the amount of exhaust gas that bypasses the turbocharger through the WG.

[0066] 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 an interpolation coefficient 320, engine speed 306, engine torque 308, and NOx response 310. For example, the NOx response correction circuit 169 may be structured or configured to determine a NOx correction coefficient based on an interpolation coefficient 320, engine speed 306, engine torque 308, and / or other system operating conditions, apply the NOx correction coefficient to the NOx response 310, and determine a corrected NOx response 346. The control system 150 may be structured or configured to use the corrected NOx response 346 to accurately track NOx so that the system 100 can notice and adapt to changes in NOx generation from the engine 101.

[0067] 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 an interpolation coefficient 320, engine speed 306, engine torque 308, and a desired amount of fuel 312, and (b) provide the fuel injection command 348 to the fuel system 102, thereby adjusting the fuel supply characteristics or parameters (e.g., injection pattern, injection timing, injection amount, etc.) supplied to the cylinders of the engine 101 by the fuel injectors of the fuel system 102. For example, the fuel correction circuit 170 may be structured or configured to determine a fuel flow compensation coefficient based on an interpolation coefficient 320, engine speed 306, engine torque 308, and / or other system operating conditions (e.g., IAT setting, WG setting, cam phase setting, etc.), apply the fuel flow compensation coefficient to a desired amount of fuel 312, and determine the fuel injection command 348. Further details regarding the generation of the output 340 by the feedforward and feedback controller 160 and the air handling controller 180 are described herein with reference to Figure 4-9.

[0068] As shown in Figure 4, each of the VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and / or fuel correction circuit 170 is structured or configured to store one or more calibrated maps 172, which define actuator settings or response correction coefficients (e.g., intake cam phase setting, exhaust cam phase setting, WG setting, IAT setting, fuel injector setting, NOx correction coefficient, fuel flow compensation coefficient, etc.) for desired behavior of the engine 101, fuel system 102, and / or air system 104 (and thus the temperature of the exhaust gas discharged by the engine 101) at various pre-selected interpolation coefficients (e.g., γ1, γ2, γ3, γ4, etc.) over the speed and torque operating range of the engine 101. The VVA command circuit 167, the supercharging flow circuit 168, the NOx response correction circuit 169, and / or the fuel correction circuit 170 may be structured to select one of the calibrated maps 172 for each of the controlled actuators to determine the output 340, thereby adjusting the exhaust temperature (e.g., intake cam, exhaust cam, wastegate, intake throttle, fuel injector, etc.) based on the engine speed 306, engine torque 308, and interpolation coefficient 320, or, if necessary, interpolate between two of the calibrated maps 172 that are closest to the engine speed 306, engine torque 308, and interpolation coefficient 320.

[0069] As a first example, if each of the calibrated maps 172 is directly associated with engine speed 306, engine torque 308, and interpolation coefficient 320, the values ​​provided by each of the calibrated maps 172 may be used by the VVA command circuit 167, the supercharging flow circuit 168, the NOx response correction circuit 169, or the fuel correction circuit 170, respectively, to determine the associated outputs 340 (e.g., intake cam phase adjustment and / or exhaust cam phase adjustment commands 342, IAT and / or WG commands 344, NOx correction coefficient and corrected NOx response 346, fuel flow compensation coefficient and fuel injection command 348, etc.).

[0070] As a second example, if each one of the calibratable maps 172 is not directly associated with the engine speed 306, engine torque 308, and interpolation coefficient 320, each of the VVA command circuit 167, boost flow rate circuit 168, NOx response correction circuit 169, or fuel correction circuit 170 can interpolate (e.g., linearly interpolate) between two of the calibratable maps 172 at both ends with the closest engine speed 306, engine torque 308, and interpolation coefficient 320. Such interpolation can be represented by the following equation.

Equation

[0071] When the raw value is determined by each circuit based on the interpolation coefficient 320, engine speed 306, and engine torque 308, each circuit applies a saturation, rate limiter, and / or filter 178 to the raw value to generate the respective output 340, or the final value (in this case, the VVA command) that can be used to generate the respective output 340.

[0072] Referring here to Figure 5-10, various graphs are shown to graphically illustrate how values ​​used to produce one or more of the outputs 340 are selected based on the interpolation coefficient 320, engine speed 306, and engine torque 308. The various graphs may show only a portion of the dataset to help illustrate the functionality of the graphs. In practice, additional datasets may be used. The datasets shown may illustrate the interpolation process described above with respect to various engine speeds, engine torques, and interpolation coefficients. Furthermore, the various graphs may be stored and implemented by the VVA command circuit 167, the supercharging flow circuit 168, the NOx response correction circuit 169, and / or the fuel correction circuit 170, as well as lookup tables, without requiring the implementation of the interpolation process outlined above, or the various graphs may unfold over time as different operating parameters are encountered.

[0073] As shown in Figure 5, the intake cam phase adjustment graph 173 provides various phase curves associated with various engine speed 306 and engine torque 308 setpoints. The x-axis represents an interpolation coefficient ranging from 0 to 1, and the y-axis represents an intake cam phase adjustment delayed from 0 to 35 degrees. In some embodiments, the intake cam phase adjustment may range from more or less than 0 to 35 degrees. Therefore, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, and the interpolation coefficient 320 from the interpolation coefficient circuit 166, the VVA command circuit 167 can determine the intake cam phase value that should be included in the intake cam phase adjustment command 342 provided to the intake cam of the engine 101.

[0074] As shown in Figure 6, the exhaust cam phase adjustment graph 174 provides various phase curves associated with various engine speed 306 and engine torque 308 setpoints. The x-axis represents an interpolation coefficient ranging from 0 to 1, and the y-axis represents an exhaust cam phase adjustment that can be advanced from 0 to 70 degrees. In some embodiments, the exhaust cam phase adjustment may extend to a range greater than or less than 0 to 70 degrees. Therefore, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, and the interpolation coefficient 320 from the interpolation coefficient circuit 166, the VVA command circuit 167 can determine the exhaust cam phase value that should be included in the exhaust cam phase adjustment command 342 provided to the exhaust cam of the engine 101.

[0075] As shown in Figure 7, the desired supercharging flow rate graph 175 provides various supercharging flow rate curves associated with various engine speed 306 and engine torque 308 setpoints. The x-axis represents an interpolation coefficient ranging from 0 to 1, and the y-axis represents a supercharging flow rate ranging from 0 to 500 kilograms per hour. In some embodiments, the supercharging flow rate may range from 0 to 500 kilograms per hour. Thus, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, and the interpolation coefficient 320 from the interpolation coefficient circuit 166, the supercharging flow rate circuit 168 can determine the supercharging flow rate value to be provided to the air handling controller 180 so that the air handling controller 180 can generate IAT and / or WG commands 344 to be provided to the air handling controller 104.

[0076] As shown in Figure 8, the NOx correction coefficient graph 176 provides various NOx correction coefficient curves associated with various engine speed 306 and engine torque 308 setpoints. The x-axis represents the interpolation coefficient ranging from 0 to 1, and the y-axis represents the NOx correction coefficient ranging from 2 to 16 grams per kilowatt-hour. In some embodiments, the NOx correction coefficient may range from more or less than 0 to 16 grams per kilowatt-hour. Intake cam phase adjustment and / or exhaust cam phase adjustment commands 342 may result in NOx generation in the engine 101, and efficient NOx control requires an accurate NOx response model. Since the system herein has the authority to dynamically change the VVA command, variations in NOx generation based on cam phase adjustment are taken into account through normalized coefficients such as the interpolation coefficient 320. Therefore, by receiving engine speed 306 from engine 101, engine torque 308 from engine 101, and interpolation coefficient 320 from interpolation coefficient circuit 166, the NOx response correction circuit 169 can determine the NOx correction coefficient value to be applied to the NOx response 310, and the NOx correction coefficient value generates a corrected NOx response 346 for more accurately tracking NOx generation.

[0077] As shown in Figure 9, the fuel flow compensation coefficient graph 177 provides various fuel flow compensation coefficient curves associated with various engine speed 306 and engine torque 308 setpoints. The x-axis represents the interpolation coefficient ranging from 0 to 1, and the y-axis represents the fuel flow compensation coefficient ranging from 16 to 44 milligrams per cylinder. In some embodiments, the fuel flow compensation coefficient may range from more or less than 0 to 44 milligrams per cylinder. Intake cam phase adjustment and / or exhaust cam phase adjustment commands 342 may affect the fuel supply in the engine 101, which may cause inefficient engine torque production and operation. Since the system herein has the authority to dynamically change the VVA command, variations in fuel supply based on cam phase adjustment are taken into account through normalized coefficients such as the interpolation coefficient 320. Therefore, by receiving the engine speed 306 from the engine 101, the engine torque 308 from the engine 101, and the interpolation coefficient 320 from the interpolation coefficient circuit 166, the fuel correction circuit 170 can determine the fuel flow compensation coefficient to be applied to the desired amount of fuel 312 in order to generate the fuel injection command 348.

[0078] According to an exemplary embodiment, the feedforward and feedback controller 160's VVA command circuit 167, supercharging flow circuit 168, NOx response correction circuit 169, and fuel correction circuit 170 provide tuned control of the engine 101, fuel system 102, and / or air system 104 via output 340, controlling the actual exhaust gas temperature 304 and achieving or substantially achieving the aftertreatment temperature target 302 (e.g., threshold difference). JPEG2024163809000003.jpg33 (without accompanying) the configuration is set to facilitate the optimal efficient operation of the aftertreatment system 120. As an example, the intake cam phase adjustment and / or exhaust cam phase adjustment command 342 may affect the air / fuel ratio and pressurization losses in the engine 101, which may require a change in fuel supply (e.g., via the fuel injection command 348) and affect the exhaust temperature. As shown in Figure 10, by adjusting the intake cam phase adjustment (as shown in Graph 402) and / or exhaust cam phase adjustment (as shown in Graph 404) (at a 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 delaying the intake cam phase adjustment (from the nominal position) and / or advancing the exhaust cam phase adjustment, the exhaust temperature can be increased. Similarly, exhaust temperature can be reduced by (a) returning the intake cam phase adjustment to its nominal position or further advancing the intake cam phase adjustment, and / or (b) returning the exhaust cam phase adjustment to its nominal position or further retarding the exhaust cam phase adjustment. As another example, the IAT and / or WG command 344 may affect the air / fuel ratio, which may request a change in the fuel supply (e.g., via the fuel injection command 348) and thus affect the exhaust temperature. For example, by leaving the WG open, the hot exhaust gases can bypass the turbocharger and flow directly into the aftertreatment system 120, thereby increasing its temperature. However, bypassing the turbocharger via the WG may affect the supercharging air flow rate supplied to the engine 101 by the air system 104, and therefore the air / fuel ratio.Therefore, the IAT and / or WG command 344 may adapt to this by further opening the IAT and providing more supercharger air, and / or the fuel injection command 348 may adapt to this by adjusting the fuel supply based on the current engine operation to provide an appropriate air / fuel ratio. Similarly, the reverse is also true: closing the WG may lower the exhaust temperature and allow more supercharger air to be supplied to the engine 101, thereby requiring the IAT to be set to a more closed position, and / or the fuel supply may need to be adjusted to compensate.

[0079] Referring here to Figure 11, a method 500 is shown for maintaining proper operation of an engine (e.g., engine 101) based on current demand, while controlling the temperature of an exhaust aftertreatment system (e.g., aftertreatment system 120) within an optimal operating range, thereby facilitating the aftertreatment system to operate at peak efficiency. In step 510, a control system (e.g., control system 150, feedforward and feedback controller 160, etc.) is structured or configured to determine whether a temperature target (e.g., aftertreatment temperature target 302, determined by an AFT temperature target generator 152) is above the actual aftertreatment temperature (e.g., the actual exhaust gas temperature 304 is above 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 above the aftertreatment temperature (e.g., above the threshold amount or difference), the control system is structured or configured to proceed to step 520. If the temperature target exceeds the post-processing temperature (for example, above a threshold amount or difference), the control system is structured or configured to proceed to step 540.

[0080] In step 520, the control system is structured or configured to determine whether the temperature target is below the actual post-processing temperature (e.g., above a threshold amount or difference). If the temperature target is not below the post-processing temperature (e.g., above a threshold amount or difference), the control system is structured or configured to return to step 510. If the temperature target is below the post-processing temperature (e.g., above a threshold amount or difference), the control system is structured or configured to proceed to step 530.

[0081] In step 530, in response that the target temperature is below the actual after-treatment temperature, the control system is configured to adjust the control between the fuel system (e.g., fuel system 102), the air system (e.g., air system 104), and the engine (e.g., engine 101) to reduce the actual after-treatment temperature. As an example, the control system may adjust the injection pattern, injection timing, and / or amount of fuel supplied by the fuel injectors of the fuel system, adjust the supercharging air flow rate supplied by the IAT, adjust the amount of exhaust gas bypassing the turbocharger through the WG, adjust the intake cam phase adjustment and / or exhaust cam phase adjustment in an adjusted manner, thereby effectively reducing the actual after-treatment temperature while maintaining proper engine operation based on current demand.

[0082] In step 540, in response to the target temperature exceeding the actual after-treatment temperature, the control system is configured to adjust the control between the fuel system, the air system, and the engine to increase the actual after-treatment temperature. As an example, the control system may adjust the injection pattern, injection timing, and / or amount of fuel supplied by the fuel injectors of the fuel system, adjust the supercharging air flow rate supplied by the IAT, adjust the amount of exhaust gas bypassing the turbocharger through the WG, and, in an adjusted manner, adjust the intake cam phase adjustment and / or exhaust cam phase adjustment to effectively increase the actual after-treatment temperature while maintaining proper engine operation based on current demand.

[0083] As used herein, the terms “approximately,” “about,” “substantially,” and similar terms are intended to have a broad meaning consistent with the general and accepted use by those skilled in the art to which the subject matter of this disclosure relates. Those skilled in the art who examine this disclosure will understand that these terms are intended to enable the description of such features as described and claimed without limiting the scope of any feature to a precise numerical range provided. Therefore, these terms should be interpreted to indicate that any substantive or insignificant modification or alteration of the subject matter described and claimed is considered to fall within the scope of this disclosure as enumerated in the appended claims.

[0084] It should be noted that the terms “exemplary” and their variations 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 imply that such embodiments necessarily represent extraordinary or best examples).

[0085] The term “coupled” and its variations as used herein mean the direct or indirect joining of two members to one another. Such joining may be stationary (e.g., permanent or fixed) or movable (e.g., removable or detachable). Such joining may be achieved by the two members being directly joined to one another, by the two members being joined to one another using one or more separate intervening members, or by the two members being joined to one another using an intervening member that forms integrally with one of the two members as a single, integrated object. Where “coupled” or its variations are modified by an additional term (e.g., directly joined), the general definition of “coupled” provided above is modified by the plain language meaning of the additional term (e.g., “directly joined” means the joining of two members without any separate intervening members), resulting in a narrower definition than the general definition of “coupled” provided above. Such joining may be mechanical, electrical, or fluid. For example, circuit A being "coupled" to circuit B in a communicative manner may indicate that circuit A communicates directly with circuit B (i.e., without intermediate stages) or indirectly with circuit B (e.g., through one or more intermediate stages).

[0086] References to the position of elements in this specification (e.g., “top,” “bottom,” “upper,” “lower”) are used solely 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 such variations are intended to be covered by this disclosure.

[0087] Various circuits with specific functionalities are shown in Figures 2B and 2C, but it should be understood that the control system 150 (e.g., the AFT temperature target generator 152, the feedforward and feedback controller 160, and the air handling controller 180) may include any number of circuits to complete 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 functionalities may also be included. Furthermore, the control system 150 may control other activities outside the scope of this disclosure.

[0088] As mentioned above, in one configuration, the “circuit” may be implemented in a machine-readable medium for execution by various types of processors, such as processor 162 in Figure 2B and processor 182 in Figure 2C. Executable code may constitute one or more physical or logical blocks of computer instructions, for example, which may be organized as objects, procedures, or functions. Nevertheless, executable files do not need to be physically located together, and when logically joined together, may constitute a circuit and constitute heterogeneous instructions stored in different locations to achieve the described purpose relating to the circuit. In fact, a circuit of computer-readable program code may be a single instruction or many instructions, and further may be distributed across several different code segments, between different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within the circuit, embodied in any preferred form, and organized in any preferred type of data structure. Operational data may be collected as a single dataset, distributed across different locations including different storage devices, or at least partially, simply exist as electronic signals on a system or network.

[0089] While the term “processor” is defined concisely above, the terms “processor” and “processing circuit” are meant to be interpreted broadly. In this regard, as stated above, “processor” can be implemented as one or more processors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), or other suitable electronic data processing components structured to execute instructions provided by memory. One or more processors can take the form of a single-core processor, a multi-core processor (e.g., a dual-core processor, a triple-core processor, a quad-core processor, etc.), a microprocessor, etc. In some embodiments, one or more processors may be external to the device; for example, one or more processors may be remote processors (e.g., cloud-based processors). Alternatively, or in addition, one or more processors may be internal and / or local to the device. In this regard, a given circuit or component may be located 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). For this purpose, the “circuits” described herein may include components that are distributed across one or more locations.

[0090] Embodiments within the scope of this disclosure include program products comprising a computer or machine-readable medium for carrying or having stored computer or machine-executable instructions or data structures. Such a machine-readable medium may be any available medium that can be accessed by a computer. A computer-readable medium may be a tangible computer-readable storage medium for storing computer-readable program code. A computer-readable storage medium may be, for example, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any preferred combination thereof. More specific examples of computer-readable media may include, for example, portable computer diskettes, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), digital multipurpose disk (DVD), optical storage devices, magnetic storage devices, holographic storage media, micromechanical storage devices, or any preferred combination thereof. In the context of this book, a computer-readable storage medium can be any tangible medium that may contain and / or store computer-readable program code for use by and / or associated with an instruction execution system, apparatus, or device. A machine-executable instruction includes, for example, instructions and data that cause a computer or processing machine to perform a certain function or set of functions.

[0091] A computer-readable medium may also be a computer-readable signal medium. A computer-readable signal medium may include propagating data signals accompanied by computer-readable program code embodied, for example, in the baseband or as part of a carrier wave. Such propagating signals may take any of a variety of forms, including, but not limited to, electrical, electromagnetic, magnetic, optical, or any preferred combination thereof. A computer-readable signal medium may not be a computer-readable storage medium, but any computer-readable medium capable of communicating, propagating, or transporting 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 suitable medium, including, but not limited to, wireless, wired, fiber optic cables, radio frequency (RF), etc., or any preferred combination thereof.

[0092] In one embodiment, the computer-readable medium may comprise a combination of one or more computer-readable storage media and one or more computer-readable signal media. For example, the computer-readable program code may be both transmitted as an electromagnetic signal through an optical fiber cable for execution by a processor, and stored on a RAM storage device for execution by a processor.

[0093] Computer-readable program code for performing the operations for the aspects of this disclosure may be written in any combination of one or more other programming languages, including object-oriented programming languages ​​such as Java®, Smalltalk, C++, etc., and traditional procedural programming languages ​​such as the C programming language or similar programming languages. The computer-readable program code may run entirely on the user's computer, partially on the user's computer, as a standalone computer-readable package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or wide area network (WAN), or the connection may be made to an external computer (e.g., via the Internet using an Internet service provider).

[0094] Program code may also be stored in a computer-readable medium that can instruct a computer, other programmable data processing device, or other device to function in a particular manner to produce a product, which includes instructions stored in a computer-readable medium that include instructions to implement functions / actions defined in blocks or multiple blocks of a schematic flowchart and / or schematic block diagram.

[0095] Figures and descriptions may illustrate the specific sequence of method steps, but the sequence of such steps may differ from that depicted and described unless otherwise specified above. Furthermore, two or more steps may be performed in parallel or partially in parallel unless otherwise specified above. Such variations may depend, for example, on the selected software and hardware systems and the designer's selection. All such variations are within the scope of this disclosure. Similarly, a software implementation of the described method may be performed using standard programming techniques, involving rule-based logic and other logic, and may perform various connection, processing, comparison, and decision steps.

[0096] It is important to note that the structures and arrangements of the devices and systems shown in the various exemplary embodiments are for illustrative purposes only. In addition, any element disclosed in one embodiment may be incorporated into or used in any other embodiment disclosed herein.

Claims

1. 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, the instructions, when executed by the one or more processors, obtaining temperature data relating to the temperature of exhaust gases entering the aftertreatment system from the engine; comparing the temperature to a target temperature; In response to the temperature deviating from the target temperature, providing 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 (i) control the temperature of the exhaust gases to maintain an aftertreatment temperature of one or more components of the aftertreatment system within a desired temperature operating range, and (ii) control the air / fuel ratio to substantially maintain operation of the engine at an operating condition based on current demand. The system causes the one or more processors to perform the following:

2. 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, in response to the temperature exceeding the target temperature, provide the at least one command to decrease the temperature.

3. 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, in response to the temperature being less than the target temperature, provide the at least one command to increase the temperature.

4. 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 at least one of: (a) an intake cam of the engine; (b) an exhaust cam of the engine; (c) a fuel injector of the fuel system to control the supply of fuel to the engine; (d) an intake throttle or a turbocharger wastegate of the air system to control the supply of supercharged air flow to the engine; or (e) the turbocharger wastegate to bypass a turbocharger and control the amount of exhaust gas received by the aftertreatment system.

5. 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 coordinate control between the engine, the fuel system, and the air system, maintain the aftertreatment temperature of the one or more components of the aftertreatment system within the desired temperature operating range, and provide the at least one command to the engine, the fuel system, and the air system to maintain operation of the engine at the operating condition.

6. 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 in response to the temperature deviating from the target temperature by more than a threshold amount.

7. The system of claim 6 , wherein the threshold amount is at least outside the desired temperature operating range.

8. The system of claim 1 , wherein the desired temperature operating range is from about 300 degrees Celsius to about 400 degrees Celsius.

9. The system of claim 1 , wherein the operating conditions include engine speed and engine torque.

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

11. 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, the instructions, when executed by the one or more processors, obtaining temperature data relating to the temperature of exhaust gases entering the aftertreatment system from the engine; 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 commands 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 among 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 desired temperature operating range and to substantially maintain operation of the engine at an operating condition based on current demand; The system causes the one or more processors to perform the following:

12. 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 commands 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 for controlling the supply of the fuel to the engine; and (c) at least one of: (i) an intake throttle of the air system for at least partially controlling the supply of supercharged air flow to the engine; (ii) a turbocharger wastegate of the air system configured to at least partially control the supply of supercharged air flow to the engine; or (iii) the turbocharger wastegate for bypassing a turbocharger and controlling the amount of the exhaust gases received by the aftertreatment system.

13. The system of claim 11 , wherein the threshold amount is at least outside the desired temperature operating range.

14. The system of claim 11 , wherein the desired temperature operating range is from about 300 degrees Celsius to about 400 degrees Celsius.

15. The system of claim 11 , wherein the operating conditions include engine speed and engine torque.

16. the desired temperature operating range includes a low temperature threshold and a high temperature threshold, and the instructions, when executed by the one or more processors, 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; determining the command based on the interpolation factor, the engine speed, and the engine torque; The system of claim 15 , further causing the one or more processors to:

17. A non-transitory computer-readable medium having computer-executable instructions encoded thereon, the instructions, when executed by one or more processors, obtaining temperature data relating to the temperature of exhaust gases entering the aftertreatment system from the engine; 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 commands 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 among 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 desired temperature operating range and to substantially maintain operation of the engine at an operating condition based on current demand; a non-transitory computer-readable medium that causes the one or more processors to perform operations including:

18. 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 including providing the commands to 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 for controlling the supply of the fuel to the engine; and (c) at least one of: (i) an intake throttle of the air system for at least partially controlling the supply of supercharged air flow to the engine; (ii) a turbocharger wastegate of the air system configured to at least partially control the supply of supercharged air flow to the engine; or (iii) the turbocharger wastegate for bypassing a turbocharger and controlling the amount of the exhaust gases received by the aftertreatment system.

19. 20. The non-transitory computer-readable medium of claim 17, wherein the operating conditions include engine speed and engine torque.

20. the desired temperature operating range includes a low temperature threshold and a high temperature threshold, and the instructions, when executed by the one or more processors, 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; determining the command based on the interpolation factor, the engine speed, and the engine torque; 20. The non-transitory computer-readable medium of claim 19, further causing the one or more processors to perform operations including:

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