US20130111905A1 - Integrated optimization and control of an engine and aftertreatment system - Google Patents

Integrated optimization and control of an engine and aftertreatment system Download PDF

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Publication number
US20130111905A1
US20130111905A1 US13/290,025 US201113290025A US2013111905A1 US 20130111905 A1 US20130111905 A1 US 20130111905A1 US 201113290025 A US201113290025 A US 201113290025A US 2013111905 A1 US2013111905 A1 US 2013111905A1
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Prior art keywords
engine
aftertreatment
input
controller
output
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US13/290,025
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English (en)
Inventor
Jaroslav Pekar
Daniel Pachner
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Garrett Transportation I Inc
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Honeywell sro
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Application filed by Honeywell sro filed Critical Honeywell sro
Priority to EP20120191156 priority patent/EP2589779A3/en
Priority to JP2012243443A priority patent/JP2013096418A/ja
Publication of US20130111905A1 publication Critical patent/US20130111905A1/en
Assigned to HONEYWELL SPOL. S.R.O. reassignment HONEYWELL SPOL. S.R.O. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: PACHNER, DANIEL, PEKAR, JAROSLAV
Priority to JP2017022939A priority patent/JP6446074B2/ja
Assigned to Garrett Transportation I Inc. reassignment Garrett Transportation I Inc. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HONEYWELL INTERNATIONAL INC.
Assigned to Garrett Transportation I Inc. reassignment Garrett Transportation I Inc. CORRECTIVE ASSIGNMENT TO CORRECT THE ASSIGNEE NAME AND EXECUTION DATE PREVIOUSLY RECORDED AT REEL: 046103 FRAME: 0144. ASSIGNOR(S) HEREBY CONFIRMS THE ASSIGNMENT. Assignors: HONEYWELL INTERNATIONAL INC.
Assigned to JPMORGAN CHASE BANK, N.A., AS ADMINISTRATIVE AGENT reassignment JPMORGAN CHASE BANK, N.A., AS ADMINISTRATIVE AGENT SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Garrett Transportation I Inc.
Priority to US16/424,362 priority patent/US11156180B2/en
Assigned to WILMINGTON SAVINGS FUND SOCIETY, FSB, AS SUCCESSOR ADMINISTRATIVE AND COLLATERAL AGENT reassignment WILMINGTON SAVINGS FUND SOCIETY, FSB, AS SUCCESSOR ADMINISTRATIVE AND COLLATERAL AGENT ASSIGNMENT AND ASSUMPTION OF SECURITY INTEREST IN PATENTS Assignors: JPMORGAN CHASE BANK, N.A., AS RESIGNING ADMINISTRATIVE AND COLLATERAL AGENT
Assigned to Garrett Transportation I Inc. reassignment Garrett Transportation I Inc. RELEASE BY SECURED PARTY (SEE DOCUMENT FOR DETAILS). Assignors: WILMINGTON SAVINGS FUND SOCIETY, FSB
Priority to US17/483,512 priority patent/US11619189B2/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0625—Fuel consumption, e.g. measured in fuel liters per 100 kms or miles per gallon
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present disclosure pertains to internal combustion engines and particularly to engines having aftertreatment mechanisms.
  • the disclosure reveals an engine and one or more aftertreatment subsystems integrated into one system for optimization and control.
  • At least one controller may be connected to the engine and the one or more aftertreatment subsystems.
  • the controller may contain and execute a program for the optimization and control of the one system.
  • Controller may receive information pertinent to the engine and the one or more aftertreatment subsystems for the program.
  • the controller may prescribe setpoints and constraints for measured variables and positions of actuators according to the program to aid in effecting the optimization and control of the one system.
  • FIG. 1 is a diagram of a basic scheme of the present system for integrated optimization and control of an engine with one or more aftertreatment subsystems;
  • FIG. 2 is a diagram of an illustrative example engine map
  • FIG. 3 is a diagram of an illustrative example engine or aftertreatment subsystem interconnected with a controller
  • FIG. 4 is a diagram of the example in FIG. 3 with an engine and a multiple of aftertreatment subsystems;
  • FIG. 5 is a diagram of an illustrative example of an approach for the engine and aftertreatment system.
  • the modern combustion engine appears to be a very complex system.
  • the complexity growth may be driven namely by governmental legislation that restricts combustion engine emissions. Therefore, the original equipment manufacturers (OEMs) may be forced to add various equipment items, sensors and actuators to the engine to achieve the prescribed limits and to optimize engine operating costs, e.g., fuel economy, urea consumption, and so forth. Under these conditions, an engine operation optimization and design of an optimal control system may be a challenging task.
  • OEMs original equipment manufacturers
  • Some approaches may incorporate optimizing the engine and individual aftertreatment systems involving, e.g., selective catalytic reduction (SCR), diesel oxidation catalysts (DOC), diesel particulate filter (DPF), and so on, separately.
  • SCR selective catalytic reduction
  • DOC diesel oxidation catalysts
  • DPF diesel particulate filter
  • Another approach may be to optimize the engine together with the aftertreatment subsystem (AFS) as a one system.
  • FAS aftertreatment subsystem
  • Such an approach may enable one to find the global optimal behavior of the engine with an aftertreatment subsystem from an economical and technical point of view while satisfying virtually all of the prescribed emission limits.
  • the engine and aftertreatment subsystem may have appropriate sensors and actuators as needed to effect an optimization program for the engine and aftertreatment subsystem or subsystems as one system.
  • the engine may be seen as an exhaust gas source for the aftertreatment subsystem.
  • the properties of the engine out exhaust gas as sensed may be influenced within certain range by manipulating available engine actuators such as those of a turbocharger waste gate (WG), variable geometry turbocharger (VGT), exhaust gas recirculation (EGR), start of injection (SOI), throttling valve (TV), and so on.
  • Various degrees of freedom may be used to prepare or modify the exhaust gas properties for optimal operation of the aftertreatment subsystem at virtually all of the engine operating points. For example, if the actual state of the aftertreatment subsystem does not enable a reduction of emissions due to low temperature as sensed in some operating regimes, then the engine actuators may be controlled to increase temperature so that the engine exhaust gas out emissions do not violate prescribed limits. On the other hand, if the state of the aftertreatment subsystem enables a reduction of a significant amount of pollutants, the engine actuators may be controlled in a way to also achieve the best fuel economy.
  • An engine optimization and control design may be formulated as a rigorous mathematical optimization problem.
  • the present approach may offer a modular and systematic solution to the problem.
  • the approach may incorporate dividing the engine and aftertreatment optimization and control design into two stages: (i) an off-line part and (ii) an on-line part (real-time).
  • the off-line part may be formulated as a mathematical optimization problem with constraints (known as mathematical programming) and the results may be various engine maps prescribing setpoints and constraints for different kinds of measured variables from sensors and positions of virtually all engine actuators for virtually all major operating points or conditions of the engine, e.g., over the engine speed and torque map.
  • Virtually all of the maps may be parameterized by various variables of the engine and aftertreatment system but may be also parameterized by measured fuel and/or urea consumption and corresponding costs, by their ratio, or other relevant economically related quantities.
  • Information about actual market prices of fuel and other fluids used by the engine and aftertreatment system may be incorporated to parameterize the control system and may be used as a tuning parameter during the engine's lifetime. This approach may enable a slight tuning of the controller behavior when the prices of the fluids used are changed, which can ensure economically optimal operation of the engine in view of such changes during its lifetime.
  • the on-line part may consist of one or more feedback single or multivariable real-time controllers. These controllers may be implemented, for example, as model based predictive controllers (MPCs).
  • MPCs model based predictive controllers
  • the feedback controllers may ensure realization of virtually all of the setpoints, but also satisfaction of virtually all of the constraints computed in the off-line part.
  • the feedback controllers may also ensure disturbance rejection, a minimization of an impact of engine components production variability, and aging of the engine.
  • the feedback controllers may also be designed to deliver needed performance during an engine transient operation.
  • FIG. 1 is a block diagram of a basic scheme of the present system for integrated optimization and control of an engine with one or more aftertreatment systems.
  • the various blocks represent an engine 11 , and several aftertreatment systems (AFSs) 12 and 13 .
  • Aftertreatment system 13 may be the last system and be denoted by an “N”. “N” may also indicate the total number of aftertreatment systems.
  • x 0 within the symbol for engine 11 may indicate an internal state of the engine.
  • x i and “x N ” may indicate internal states of AFSi 12 and AFSN 13 , respectively.
  • v i ” and “v N ” may represent an external input 15 to engine 11 . The external input may incorporate disturbance, fluid price, and so on.
  • v i ” and “v N ” may represent external inputs 24 and 25 for AFSi 12 and AFSN 13 , respectively.
  • a “u 0 ” input 16 may represent an actuator or actuators of engine 11
  • a “u i ” input 26 may represent an actuator or actuators of AFSi 12
  • a “u N ” input 27 may represent an actuator or actuators of AFSN 13 .
  • Inputs 16 , 26 and 27 may incorporate actuator inputs.
  • J 0 (x 0 ,v 0i ,u 0 )” on an output 17 may represent a subsystem cost function of x 0 , v 0 and/or u 0 for engine 11 .
  • “g(x 0 ,v 0 ,u 0 ) ⁇ 0” also on output 17 may represent subsystem constraints of x 0 , v 0 and/or u 0 for engine 11 .
  • AFSs there may be one or more AFSs connected between engine 11 and AFSi 12 .
  • “y i ” may represent an interconnection output 21 from AFSi 12 which may be an interconnection input “y N-1 ” 22 to AFSN 13 , assuming that AFSN 13 is connected to AFSi 12 .
  • “y N ” may represent an output 23 of the AFSN 13 and the preceding AFSs from “1” through “N ⁇ 1”.
  • J i (x i ,v i ,u i ,y i-1 )” on an output 28 may represent a subsystem cost function of x i , v i , u i and/or y i-1 for AFSi 12 .
  • J i (.) may be an abbreviated designation of the subsystem cost function.
  • g(x i ,v i ,u i ,y i-1 ) ⁇ 0” also on output 28 may represent subsystem constraints of x i , v i , u i and/or v for AFSi 12 .
  • g(.) may be an abbreviated designation of the subsystem constraints.
  • J N (x N ,v N ,u N ,y N-1 )” on an output 29 may represent subsystem cost function of x N , v N , u N and/or y N-1 for AFSN 13 .
  • “g(x N ,v N ,u N ,y N-1 ) ⁇ 0” also on output 29 may represent subsystem constraints of x N , v N , u N and/or y N-1 for AFSN 13 .
  • the similar designations may be made for additional AFSs, if any, between engine 11 and AFSi 12 and between AFSi 12 and AFSN 13 , as done herein with the xs, vs, us and ys.
  • FIG. 2 may aid in illustrating off-line optimization.
  • An objective may be to compute optimal steady-state engine maps for virtually all of the operating points, for example, in an engine speed-torque space as shown with a graph 31 of engine torque (nm) versus engine speed (rpm).
  • Graph 31 illustrates an example k-th operating point 32 plotted at a specific torque and engine speed.
  • the k-th operating point may represent any point at various locations on graph 31 .
  • An optimization problem in each operating point may be indicated by:
  • the resulting optimal steady-state maps may be indicated by:
  • u i SS f u i (v 0 , . . . , v N )
  • y i SS f y i (v 0 . . . v N ).
  • FIG. 3 An on-line part (real-time) for an i-th aftertreatment subsystem or an engine may be illustrated in FIG. 3 .
  • a controller may be integrated with an engine and an AFS.
  • An engine or AFS_i 41 may have an internal state of x 0 or x i , respectively.
  • An actuator input u 0 or u i 43 may go to the engine or AFS_i 41 , respectively.
  • the actuator input 43 may come from a controller_ 0 or a controller_i 42 , respectively.
  • the controller_i 42 may be implemented by MPC controller.
  • External inputs v 0 , . . . , v N 44 i.e., disturbance, fluid price, and so forth
  • a specific input v 0 or v i 45 may be input to engine or AFS_i 41 , respectively.
  • An interconnection output y i-1 47 from an engine or an AFS_i ⁇ 1 may be an input 46 to AFS_i 41 and controller_i 42 .
  • Interconnection output 47 may also go to controller_i 42 .
  • 47 may contain also signals which are not interconnections but measurements of variables that can be useful for integrated optimization.
  • the on-line part for an i-th subsystem of FIG. 3 may be illustrated as an engine and multiple AFSs connected in a diagram of FIG. 4 .
  • Two or more controllers 42 of FIG. 4 may be combined as one controller 42 .
  • the numerical labels are the same for similar components and lines as shown in FIG. 3 .
  • FIG. 5 is diagram of a two-part engine and aftertreatment optimization control approach 50 with an off-line stage 51 and an on-line stage 52 .
  • the off-line stage 51 may be a mathematical optimization of the engine and aftertreatment system at symbol 53 , an engine map with setpoints and constraints at symbol 54 , and a parameterization of engine maps at symbol 55 .
  • the on-line stage 52 may be feedback real-time controller or controllers at symbol 56 , a realization of setpoints at symbol 57 , and a satisfaction of constraints at symbol 58 .
  • Some of the items or activities of the disclosed system in FIGS. 1-5 not covered by one or more controllers may be performed by a processor/computer.
  • An engine and aftertreatment system may incorporate an engine, an aftertreatment mechanism connected to the engine, and a controller connected to the engine and the aftertreatment mechanism.
  • the controller may have an optimization program.
  • the optimization program may be for optimized performance of the engine and the aftertreatment mechanism integrated as one system. Optimized performance may incorporate reducing emissions and increasing fluid efficiency of the one system.
  • the optimization program may incorporate the aftertreatment mechanism for reducing emissions from an exhaust of the engine to a prescribed level, and increasing fluid efficiency of the engine and the aftertreatment mechanism while the emissions are reduced at least down to the prescribed level.
  • the engine may incorporate a control input to actuators on the engine, an interconnection output and an information output.
  • the information output may indicate engine costs and/or engine constraints.
  • the aftertreatment mechanism may incorporate an interconnection input connected to the interconnection output of the engine, a control input to actuators on the aftertreatment mechanism, an interconnection output, and an information output.
  • the information output may indicate aftertreatment mechanism costs and/or aftertreatment mechanism constraints. The costs and constraints may be a basis incorporated in the optimization program for optimized performance of the engine and the aftertreatment mechanism integrated as one system.
  • the controller may further incorporate a first input connected to the interconnection output of the engine, a first output connected to the control input to actuators of the engine, a second input connected with the interconnection input of the aftertreatment mechanism, a third input connected to the interconnection output of the aftertreatment mechanism, and a second output connected to the control input to actuators of the aftertreatment mechanism.
  • the controller may further incorporate a feedback loop for disturbance rejection, minimizing an impact of variability of performance of the engine, and/or delivering predetermined performance of the aftertreatment mechanism during transient operation of the engine, and maps prescribing setpoints and constraints for measured variables and positions of engine actuators for one or more operating points of the engine.
  • the maps may be parameterized by variables of the engine and the aftertreatment mechanism.
  • the maps may be a basis incorporated in the optimization program for optimized performance of the engine and the aftertreatment mechanism integrated as one system.
  • An approach for engine and aftertreatment optimization and control may incorporate formulating an off-line part which involves mathematically optimizing an engine and aftertreatment system, providing engine maps prescribing setpoints and constraints for measured variables from sensors and positions of engine actuators for operating points and conditions of the engine, and parameterizing the engine maps with variables of the engine and the aftertreatment system.
  • the approach for engine and aftertreatment optimization and control may also incorporate formulating an on-line part providing one or more feedback real-time controllers realizing the setpoints of the engine and aftertreatment system, and satisfying computed constraints with the one or more controllers.
  • the one or more controllers may be model predictive controllers.
  • the one or more controllers may ensure disturbance rejection, minimization of input of engine components production variability, and/or engine aging.
  • the one or more controllers may deliver needed performance during an engine transient operation.
  • the approach may further incorporate parameterizing the engine and aftertreatment system by measured fuel, urea consumption and/or corresponding costs.
  • the approach may also further incorporate parameterizing a control system with market price information of fuel and other fluids used by the engine and aftertreatment system. There may also be parameterizing the control system to tune the controller when there are changes of prices of fluids used by the engine and aftertreatment system to ensure economically optimal operation of the engine during the changes.
  • the controller may receive signals from sensors of the engine and the aftertreatment subsystem, process the signals, and provide signals to actuators of the engine and the aftertreatment subsystem according to an optimization program for optimized performance of the engine and the aftertreatment subsystem as one system.
  • the optimized performance may incorporate reducing emissions and increasing fluid efficiency of the one system.
  • the external inputs of the engine and the aftertreatment subsystem may be connected to the controller.
  • the controller may incorporate engine maps for operating points of the engine.
  • the maps may be a basis for optimized performance of the engine and the aftertreatment subsystem as one system.
  • the maps may prescribe setpoints and constraints for measured variables from the sensors and for actuators.
  • the engine may incorporate an external input and an actuator input from the controller, and an interconnection output connected to the controller.
  • the external input may have external information pertinent to the engine.
  • the aftertreatment subsystem may incorporate an interconnection input connected to the interconnection output of the engine and connected to the controller, an external input, an actuator input from the controller, and an interconnection output connected to the controller.
  • the external input may have external information pertinent to the aftertreatment subsystem.
  • the engine may further incorporate an internal state and an information output.
  • the information output may indicate engine costs as a function of the engine internal state, the external input and/or the actuator input.
  • the aftertreatment subsystem may further incorporate an internal state and an information output.
  • the information output may indicate aftertreatment costs as a function of the aftertreatment subsystem internal state, the external input, actuator input, and/or the interconnection input.
  • the information output of the engine may indicate engine constraints as a function of the internal state, the external input and/or the actuator input of the engine.
  • the information output of the aftertreatment subsystem may indicate aftertreatment constraints as a function of the internal state, the external input, the actuator input, and/or the interconnection input of the aftertreatment subsystem.
  • the costs and constraints may be a basis for optimized performance of the engine and the aftertreatment subsystem as one system.
  • An approach for controlling a combined engine and aftertreatment system may incorporate providing an engine, adding one or more aftertreatment subsystems to result in a combined engine and aftertreatment system, connecting one of the one or more aftertreatment subsystems to an exhaust output of the engine, and manipulating actuators of the engine and the one or more aftertreatment subsystems with one or more controllers to change the properties of the exhaust for optimal operation of the combined engine and aftertreatment system.
  • Optimal operation may incorporate reduction of emissions and improvement of fluid efficiency of the combined engine and aftertreatment system.
  • To change the properties of the exhaust may incorporate reducing an amount of pollutants in the exhaust to a magnitude equal to or less than a prescribed magnitude.
  • Manipulating the actuators of the engine may increase fuel economy of the engine if the one or more aftertreatment subsystems reduce an amount of pollutants in the exhaust to a magnitude equal to or less than the prescribed magnitude.
  • the approach may further incorporate providing one or more engine maps as a basis for optimal operation of the combined engine and aftertreatment system, processing the one or more engine maps prescribing setpoints and/or constraints for measured variables and positions of the actuators on the engine for operating points and/or conditions of the engine, and parameterizing the engine maps by variables of the engine and of the one or more aftertreatment subsystems.
  • the approach may further incorporate parameterizing the engine maps by costs of fuel consumed by the engine and/or urea consumed by the one or more aftertreatment subsystems.
  • the one or more engine maps may incorporate a speed and torque map of the engine.
  • the one or more controllers may be connected to the engine and the one or more aftertreatment subsystems of the combined engine and aftertreatment system. The one or more controllers may ensure realization of the setpoints, and/or ensure satisfaction of the constraints.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US13/290,025 2011-11-04 2011-11-04 Integrated optimization and control of an engine and aftertreatment system Abandoned US20130111905A1 (en)

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Application Number Priority Date Filing Date Title
US13/290,025 US20130111905A1 (en) 2011-11-04 2011-11-04 Integrated optimization and control of an engine and aftertreatment system
EP20120191156 EP2589779A3 (en) 2011-11-04 2012-11-02 Integrated optimization and control of an engine and aftertreatment system
JP2012243443A JP2013096418A (ja) 2011-11-04 2012-11-05 エンジンおよび後処理システムの統合された最適化および制御
JP2017022939A JP6446074B2 (ja) 2011-11-04 2017-02-10 エンジンおよび後処理機構を備えるシステム、およびその制御プロセス
US16/424,362 US11156180B2 (en) 2011-11-04 2019-05-28 Integrated optimization and control of an engine and aftertreatment system
US17/483,512 US11619189B2 (en) 2011-11-04 2021-09-23 Integrated optimization and control of an engine and aftertreatment system

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