Patent Description:
Emissions regulations for internal combustion engines have become more stringent over recent years. Environmental concerns have motivated the implementation of stricter emission requirements for internal combustion engines throughout much of the world. Governmental agencies, such as the Environmental Protection Agency (EPA) in the United States, carefully monitor the emission quality of engines and set emission standards to which engines must comply. Consequently, the use of exhaust aftertreatment systems on engines to reduce emissions is increasing. Exhaust aftertreatment systems are generally designed to reduce emission of particulate matter, nitrogen oxides, hydrocarbons, and other environmentally harmful pollutants.

Certain hybrid vehicles that include an internal combustion engine and at least one electric motor also aim to meet various emission regulations. Certain of these vehicle include one or more emission treating devices in order to attempt to comply with various emission regulations. With the increase scrutiny on emissions from non-full electric vehicle, it is likely that regulations become stricter over time. The following publications relate to the emission management of vehicles: <CIT>, <CIT>, <CIT>, <CIT>, <CIT> or <CIT>.

One embodiment relates to a method for managing emissions from a vehicle, and particularly a hybrid vehicle, having an aftertreatment system. The method includes: receiving, by a controller, information indicative of a temperature of an aftertreatment system of a vehicle and a power output of an engine of the vehicle; comparing, by the controller, the temperature of the aftertreatment system to a temperature threshold; comparing, by the controller, the power output to a power output threshold; and responsive to the comparisons, commanding, by the controller, an aftertreatment system heater to selectively engage and disengage to warm the aftertreatment system of the vehicle. In some examples of this embodiment, the controller engages (i.e., turns on) the heater if the aftertreatment system temperature and power output are both below their respective thresholds, but partially disengages (i.e., operates the heater at a reduced power output relative to a maximum heat output) the heater if the aftertreatment system temperature is below the temperature threshold but the power output is above the power output threshold. Beneficially, dynamic engagement of the heater in this situation causes more efficient use of available energy to enable increased exhaust aftertreatment treatment system temperatures, which causes increased efficiency of the aftertreatment system to reduce emissions from the associated vehicle (e.g., a reduction in nitrous oxide (NOx) emissions).

Another embodiment relates to a system for managing emissions from a hybrid vehicle having an aftertreatment system. The system includes a hybrid vehicle comprising a motor generator, the motor generator receiving energy from at least a regenerative braking system; and a controller coupled to the motor generator and comprising at least one processor coupled to a memory storing instructions therein that, when executed by the at least one processor, cause the at least one processor to perform operations comprising: receive information indicative of a temperature of an aftertreatment system of the hybrid vehicle and a power output of an engine of the hybrid vehicle; compare the temperature of the aftertreatment system to a temperature threshold; compare the power output to a power output threshold; and responsive to the comparisons, command an aftertreatment system heater to selectively engage and disengage to warm an aftertreatment system of the hybrid vehicle. In some examples of this embodiment, the controller engages the heater if the aftertreatment system temperature and power output are both below their respective thresholds, but totally disengages the heater if the aftertreatment system temperature is above a threshold value at which the aftertreatment system could be damaged. Beneficially, dynamic engagement of the heater in this situation causes more efficient use of available energy and other resources while avoiding long-term damage.

Another embodiment relates to a non-transitory computer readable medium having computer-executable instructions embodied therein that, when executed by a computing system, causes the computing system to perform operations including: receiving information indicative of operation of a vehicle; comparing the information indicative of the vehicle operation to a threshold value; and responsive to the comparison, sending a command to one or more components of the vehicle.

This summary is illustrative only and is not intended to be in any way limiting. Other aspects, inventive features, and advantages of the systems, apparatuses, methods and/or processes described herein will become apparent in the detailed description set forth herein, taken in conjunction with the accompanying figures, wherein like reference numerals refer to like elements.

Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, and systems for reducing emissions by utilizing regenerative braking energy for a smart alternator. According to the present disclosure, a controller is coupled to various components of a hybrid vehicle, including an engine, a motor generator, and a heater disposed in an exhaust aftertreatment system of the vehicle. The controller receives information indicative of operation of the hybrid vehicle, including a temperature of an aftertreatment system and a power output of the engine. The controller also receives information regarding an availability of free energy (e.g., regenerative braking energy). Based on this information and on the amount of available free energy (e.g., regenerative braking energy), the controller takes certain actions to reduce harmful emissions from the vehicle. These actions may include engaging a heater in the aftertreatment system, initiating or commanding an upshift event for a transmission of the vehicle, and initiating or commanding a downshift event for the transmission. By leveraging these various actions, the controller can improve operation of the vehicle, particularly with regard to shift events, while simultaneously harnessing available energy to improve aftertreatment system conversion efficiency to reduce emissions. Before turning to the Figures, which illustrate certain exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the details or methodology set forth in the description or illustrated in the Figures. It should also be understood that the terminology used herein is for the purpose of description only and should not be regarded as limiting.

As used herein, the term "smart alternator" refers to an alternator structured to receive energy (e.g., mechanical energy from an engine, regenerative braking energy from a braking system), convert that energy to electrical energy, and dynamically power one or more components based on an amount of available energy. A traditional alternator is a fixed voltage alternator that provides a fixed voltage output. Compared to a traditional alternator, a "smart alternator" may provide a dynamic power output based on various vehicle operating conditions. In turn, the load on the engine from the smart alternator may be variable, which may lead to improved vehicle operation characteristics (e.g., fuel savings). In the description herein, the "smart alternator" is shown as a motor generator thereby implying its dual capabilities of being a motor and a generator. In other embodiments, the "smart alternator" may take a different structure.

As also used herein, the term "regenerative braking energy" refers to energy that is captured (e.g., by an electric traction motor) while the vehicle is slowing down or braking. As described herein, this kinetic energy is captured by the motor generator. In contrast to conventional braking systems where this kinetic energy is converted to heat as a result of braking friction, systems that recover this braking energy convert that braking or kinetic energy into usable electrical energy and are hence referred to as regenerative braking systems, energy recovery systems, and the like. This regenerative braking energy may also be referred to as "free energy" signifying that it's created as a byproduct of operation such that it's largely "free.

Referring now to <FIG>, example vehicle architectures 100A, 100B, 100C, and 100D (collectively referred to herein as vehicle <NUM>, insomuch as 100A-D share similar components and features) are shown. In each of <FIG>, the vehicle <NUM> includes a powertrain system <NUM>, an aftertreatment system <NUM>, an operator input/output (I/O) device <NUM>, and a controller <NUM>, where the controller <NUM> is communicably coupled to each of the aforementioned components. As shown in <FIG>, the vehicle <NUM> is a hybrid vehicle. The hybrid vehicle <NUM> includes an engine <NUM>, a motor generator <NUM> (i.e., smart alternator), and a transmission <NUM>. The vehicle <NUM> may be an on-road or an off-road vehicle including, but not limited to, line-haul trucks, midrange trucks (e.g., pick-up truck), cars (e.g., sedans, hatchbacks, coupes, etc.), buses, vans, refuse vehicles, fire trucks, concrete trucks, delivery trucks, locomotives, marine vehicles, aviation vehicles, and other types of vehicles. In another embodiment, the vehicle <NUM> a stationary piece of equipment, such as a power generator or genset. Thus, the present disclosure is applicable with a wide variety of implementations.

The transmission <NUM> is operatively coupled to a drive shaft <NUM>, which is operatively coupled to a differential <NUM>, where the differential <NUM> transfers power output from the engine <NUM> (and in some architectures, from the motor generator <NUM>) to the final drive (shown as wheels <NUM>) to propel the vehicle <NUM>. In some of the vehicle architectures 100A-D, a clutch <NUM> is shown. The transmission <NUM> includes a plurality of settings (e.g., gears) that manipulate the engine speed to achieve a desired drive shaft and final drive speed. For example, the transmission <NUM> may be a ten-speed transmission as is typical with many semi-trucks. The transmission may be an automatic or a manually operated transmission. The clutch <NUM> allows the engagement and disengagement of the engine <NUM> from the motor generator <NUM> and/or transmission <NUM>.

The engine <NUM> is an internal combustion engine (e.g., compression-ignition or spark-ignition), such that it can be powered by any fuel type (e.g., diesel, ethanol, gasoline, etc.). The engine <NUM> includes one or more cylinders and associated pistons. In the example shown, the engine <NUM> is a diesel powered compression-ignition engine. Air from the atmosphere is combined with fuel, and combusted, to produce power for the vehicle. Combustion of the fuel and air in the compression chambers of the engine <NUM> produces exhaust gas that is operatively vented to an exhaust pipe and to the exhaust aftertreatment system.

The vehicle <NUM> also includes a motor generator <NUM>. The motor generator <NUM> is structured to generate and provide electrical energy to one or more vehicle accessories (hence, generator). The motor aspect is structured to selectively provide output power to the vehicle to at least partly drive the vehicle. That said and although referred to as a "motor generator" <NUM> herein, thus implying its ability to operate as both a motor and a generator, it is contemplated that the motor generator component, in some embodiments, may be an electric generator or alternator separate from the electric motor (i.e., two separate components) or just an electric motor. Further, the number of electric motors, generators, or motor generators may vary in different configurations.

Among other features, the motor generator <NUM> may include a torque assist feature, a regenerative braking energy capture ability, and a power generation ability (i.e., the generator aspect). As such, the motor generator <NUM> may generate power from at least two sources: either by converting mechanical energy from engine <NUM> fueling or by converting kinetic energy captured from regenerative braking. Using one or more of these power sources, the motor generator <NUM> may generate an electrical power output and assist with transmission shifts and/or provide power to one or more accessories to enable their use (e.g., an aftertreatment system heater <NUM>). The motor generator <NUM> may include power conditioning devices such as an inverter and motor controller, where the motor controller may be coupled to the controller <NUM>. In other embodiments, the motor controller may be included with the controller <NUM>.

In operation, when the vehicle brakes are applied, the motor generator <NUM> may reverse its rotational operation to generate electricity. In this way, the kinetic energy of the vehicle drives reverse operation of the motor generator <NUM> to cause electrical power generation as compared to a motor output to drive the vehicle. In embodiments that include a battery or other energy storage device, the generated electricity may be captured for use by components in the system <NUM> (e.g., the heater <NUM>). In the embodiments depicted and as described herein, a battery or analogous energy storage device (e.g., a series of capacitors or ultra-capacitors) is not included. Thus, the controller <NUM> may direct generated electricity from the motor generator <NUM> directly or substantially directly from the motor generator <NUM> to one or more accessories, such as the heater <NUM>. In this way, the controller <NUM> controls the power consumption and operating capability of electrified accessories in the vehicle. It should be understood that other braking systems (e.g., friction brakes via drum brakes) may also be included with the vehicle such that the regenerative braking system is not meant to define the only type of braking in the vehicle.

The aftertreatment system <NUM> is in exhaust-gas receiving communication with the engine <NUM>. The aftertreatment system includes a diesel particulate filter (DPF) <NUM>, a diesel oxidation catalyst (DOC) <NUM>, a selective catalytic reduction (SCR) system <NUM>, an ammonia oxidation catalyst (AMOX) <NUM>, and a heater <NUM>. The DOC <NUM> is structured to receive the exhaust gas from the engine <NUM> and to oxidize hydrocarbons and carbon monoxide in the exhaust gas, among its other functions such as NO oxidation to NO2 to promote passive DPF regeneration and fast SCR reaction. The DPF <NUM> is arranged or positioned downstream of the DOC <NUM> and structured to remove particulates, such as soot, from exhaust gas flowing in the exhaust gas stream. The DPF <NUM> includes an inlet, where the exhaust gas is received, and an outlet, where the exhaust gas exits after having particulate matter substantially filtered from the exhaust gas and/or converting the particulate matter into carbon dioxide. In some implementations, the DPF <NUM> may be omitted.

The aftertreatment system <NUM> may further include a reductant delivery system which may include a decomposition chamber (e.g., decomposition reactor, reactor pipe, decomposition tube, reactor tube, etc.) to convert a reductant into ammonia. The reductant may be, for example, urea, diesel exhaust fluid (DEF), Adblue®, a urea water solution (UWS), an aqueous urea solution (e.g., AUS32, etc.), and other similar fluids. A diesel exhaust fluid (DEF) is added to the exhaust gas stream to aid in the catalytic reduction. The reductant may be injected upstream of the SCR catalyst member by a DEF doser such that the SCR catalyst member receives a mixture of the reductant and exhaust gas. The reductant droplets then undergo the processes of evaporation, thermolysis, and hydrolysis to form gaseous ammonia within the decomposition chamber, the SCR catalyst member, and/or the exhaust gas conduit system, which leaves the aftertreatment system <NUM>. The reductant may also be gaseous ammonia. The aftertreatment system <NUM> may further include an oxidation catalyst (e.g. the DOC <NUM>) fluidly coupled to the exhaust gas conduit system to oxidize hydrocarbons and carbon monoxide in the exhaust gas. In order to properly assist in this reduction, the DOC <NUM> may be required to be at a certain operating temperature. In some embodiments, this certain operating temperature is approximately between <NUM>-<NUM>. In other embodiments, the certain operating temperature is the temperature at which the HC conversion efficiency of the DOC <NUM> exceeds a predefined threshold (e.g. the conversion of HC to less harmful compounds, which is known as the HC conversion efficiency).

The SCR <NUM> is configured to assist in the reduction of NOx emissions by accelerating a NOx reduction process between the ammonia and the NOx of the exhaust gas into diatomic nitrogen and water. If the SCR catalyst member is not at or above a certain temperature, the acceleration of the NOx reduction process is limited and the SCR <NUM> may not be operating at a necessary level of efficiency to meet regulations. In some embodiments, this certain temperature is approximately <NUM>-<NUM>. The SCR catalyst member may be made from a combination of an inactive material and an active catalyst, such that the inactive material, (e.g. ceramic metal) directs the exhaust gas towards the active catalyst, which is any sort of material suitable for catalytic reduction (e.g. base metals oxides like vanadium, molybdenum, tungsten, etc. or noble metals like platinum). In some embodiments, the AMOX <NUM> is included and structured to address ammonia slip by removing excess ammonia from the treated exhaust gas before the treated exhaust is released into the atmosphere.

Because the aftertreatment system <NUM> treats the exhaust gas before the exhaust gas is released into the atmosphere, some of the particulate matter or chemicals that are treated or removed from the exhaust gas may build up in the aftertreatment system over time. For example, the soot filtered out from the exhaust gas by the DPF <NUM> may build up on the DPF <NUM> over time. Similarly, sulfur particles present in fuel may accumulate in the SCR <NUM> and deteriorate the effectiveness of the SCR catalyst member. Further, DEF that undergoes incomplete thermolysis upstream of the catalyst may build up and form deposits on downstream components of the aftertreatment system <NUM>. However, these build-ups on (and subsequent deterioration of effectiveness of) these components of the aftertreatment system <NUM> may be reversible. In other words, the soot, sulfur, and DEF deposits may be substantially removed from the DPF <NUM> and the SCR <NUM> by increasing a temperature of the exhaust gas running through the aftertreatment system to recover performance (e.g. for the SCR, conversion efficiency of NOx to N<NUM> and other compounds). These removal processes are referred to as regeneration events and may be performed for the DPF <NUM>, SCR <NUM>, or another component in the aftertreatment system <NUM> on which deposits develop. However, exposure to high temperatures during active regenerations degrades the DOC, DPF, and SCR catalysts. An active regeneration event is specifically commanded, such as a flow rate measurement through a DPF being below a predefined threshold indicating a partially blocked DPF which, in turn, causes the controller to command a regeneration event where exhaust gas temperatures are elevated in order to raise the temperature of the DPF and burn off the accumulated PM and other components (e.g., raise engine power output, fuel injection, and other means to increase exhaust gas temperatures to cause a regeneration event). In contrast, a passive regeneration event occurs naturally during operation of the vehicle (e.g., a high load condition that may be experience while traversing a hill causes an increase in exhaust gas temperatures and regeneration event occurs naturally - not specifically commanded).

In some embodiments, the heater <NUM> is located in the exhaust flow path before the aftertreatment system <NUM> and is structured to controllably heat the exhaust gas upstream of the aftertreatment system <NUM>. In some embodiments, the heater <NUM> is located directly before the DOC <NUM>, while in other embodiments, the heater <NUM> is located directly before the reductant delivery system, directly before the SCR <NUM>, or is located directly before the AMOX <NUM>. The heater <NUM> may be any sort of external heat source that can be structured to increase the temperature of passing exhaust gas, which, in turn, increases the temperature of components in the aftertreatment system <NUM>, such as the DOC <NUM> or the SCR <NUM>. As such, the heater may be an electric heater, a grid heater, a heater within the SCR <NUM>, an induction heater, a microwave, or a fuel-burning (e.g., HC fuel) heater. In the example shown, the heater <NUM> is electrically-powered and controlled by the controller <NUM> (such as during an active regeneration event in order to heat the exhaust gas (e.g., by convection)). Alternatively, the heater may be positioned proximate a desired component to heat the component (e.g., DPF) by conduction (and possibly convection). Multiple heaters may be used with the exhaust aftertreatment system, and each may be structured the same or differently (e.g., conduction, convection, etc.).

Although the aftertreatment system <NUM> shown includes a DOC <NUM>, DPF <NUM>, SCR <NUM>, and AMOX <NUM> positioned in specific locations relative to each other along the exhaust flow path, in other embodiments, the exhaust aftertreatment system may include more than one of any of the various catalysts positioned in any of various positions relative to each other along the exhaust flow path as desired. Additionally, one or more components may be omitted (e.g., AMOX <NUM>). Further, although the DOC <NUM> and AMOX <NUM> are non-selective catalysts, in some embodiments, the DOC <NUM> and AMOX <NUM> catalyst can be selective catalysts. Thus, a wide variety of architectures are possible without departing from the scope of the present disclosure.

Referring still to <FIG>, an operator input/output (I/O) device <NUM> is also shown. The operator I/O device <NUM> may be coupled to the controller <NUM>, such that information may be exchanged between the controller <NUM> and the I/O device <NUM>, wherein the information may relate to one or more components of <FIG> or determinations (described below) of the controller <NUM>. The operator I/O device <NUM> enables an operator of the vehicle <NUM> to communicate with the controller <NUM> and one or more components of the vehicle <NUM> of <FIG>. For example, the operator input/output device <NUM> may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, etc. In this way, the operator input/output device <NUM> may provide one or more indications or notifications to an operator, such as a malfunction indicator lamp (MIL), etc. Additionally, the vehicle may include a port that enables the controller <NUM> to connect or couple to a scan tool so that fault codes and other information regarding the vehicle may be obtained.

Briefly referencing <FIG>, as also shown, a sensor array <NUM> is included in the aftertreatment system <NUM>. The sensors are coupled to the controller <NUM>, such that the controller <NUM> can monitor and acquire data indicative of operation of the vehicle <NUM>. In this regard, the sensor array includes NOx sensors <NUM>, flow rate sensors <NUM>, and temperature sensors <NUM>. The NOx sensors <NUM> acquire data indicative of or, if virtual, determine a NOx amount at or approximately at their disposed location. The flow rate sensors <NUM> acquire data indicative of or, if virtual, determine an approximate flow rate of the exhaust gas at or approximately at their disposed location. The temperature sensors <NUM> acquire data indicative of or, if virtual, determine an approximate temperature of the exhaust gas at or approximately at their disposed location. It should be understood that the depicted locations, numbers, and type of sensors is illustrative only. In other embodiments, the sensors may be positioned in other locations, there may be more or less sensors than shown, and/or different/additional sensors may also be included with the vehicle <NUM> (e.g., a pressure sensor, oxygen sensor, exhaust gas constituent sensors, etc.). Those of ordinary skill in the art will appreciate and recognize the high configurability of the sensors in the vehicle <NUM>.

The controller <NUM> is structured to control, at least partly, the operation of the vehicle <NUM> and associated sub-systems, such as the engine <NUM>, the motor generator <NUM>, the heater <NUM>, and the operator input/output (I/O) device <NUM>. Communication between and among the components may be via any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In comparison, a wireless connection may include the Internet, Wi-Fi, cellular, radio, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and/or data. The CAN bus includes any number of wired and wireless connections. Because the controller <NUM> is communicably coupled to the systems and components of <FIG>, the controller <NUM> is structured to receive data from one or more of the components shown in <FIG>. The structure and function of the controller <NUM> is further described in regard to <FIG>.

Referring now more particularly to <FIG>, various vehicle architectures for the hybrid vehicle <NUM> are shown in more detail. In <FIG>, the vehicle architecture 100A includes a gearbox <NUM> located between the engine <NUM> and the motor generator <NUM>. Further, in the vehicle architecture 100A of <FIG>, the motor generator <NUM> is not operatively coupled to the transmission <NUM> but instead in parallel with the engine <NUM> and the heater <NUM> of the aftertreatment system <NUM>. Referring now to <FIG>, the vehicle architecture 100B includes the motor generator <NUM> in parallel with the engine <NUM> and the heater <NUM> of the aftertreatment system <NUM>, in addition to being operatively coupled to the transmission <NUM>. Further, there is no gearbox <NUM> in the vehicle architecture 100B. Referring now to <FIG>, the vehicle architecture 100C includes the clutch <NUM> and the motor generator <NUM> in parallel with the engine <NUM> and the heater <NUM> and with the engine <NUM> and the transmission <NUM>. Referring now to <FIG>, the vehicle architecture 100D includes the clutch <NUM> in parallel with the engine <NUM> and the transmission <NUM>. The motor generator <NUM> is operatively coupled to the transmission <NUM> and to the heater <NUM>, but the motor generator <NUM> is not directly coupled to the engine <NUM>. Although vehicle architectures 100A-D are discussed throughout, the systems and methods described herein are applicable to any hybrid architecture (i.e., any architecture utilizing a fuel-burning engine and a motor generator/alternator).

Furthermore and in the examples depicted, none of the vehicle architectures 100A-100D shown in <FIG> include a battery(ies) or analogous energy storage device(s), such that kinetic energy is harnessed by the motor generator (either via engine <NUM> power or from regenerative braking) and 'stored' in the vehicle <NUM> as thermal energy in the aftertreatment system <NUM>. In this way, the vehicle <NUM> operates more efficiently by avoiding energy waste that can be associated with storage in a battery, and reduces overall vehicle <NUM> maintenance by removing a maintenance-prone component from the vehicle <NUM>. Additionally, by utilizing 'free energy' (i.e., energy that is already available and not specially generated) rather than building up reserves in a battery, the vehicle <NUM> is operating in a more environmentally conscious manner by avoiding the generation of additional pollutants (e.g., running the engine in order to charge a battery). In other alternate embodiments, one or more electrical storage devices may be included with the vehicle (e.g., storage capacitors, batteries, etc.). Further and because a dedicated energy storage device is not included with the vehicle in these exemplary vehicle architectures, it should be understood that electrically-powered accessories may include their own on-board electrical storage devices that store at least a critical amount of electrical energy for powering the associated accessory for at least a minimum amount of time.

As the components of <FIG> are shown to be embodied in the vehicle <NUM>, the controller <NUM> may be structured as one or more electronic control units (ECUs), such as a microcontroller. The function and structure of the controller <NUM> is described in greater detail in <FIG>. The controller <NUM> may be separate from or included with at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control module, etc. In some instances, the transmission control unit, engine control unit, etc. may be included with the controller <NUM>. The function and structure of the controller <NUM> is described in greater detail in <FIG>.

Referring now to <FIG>, a schematic diagram of the controller <NUM> of the vehicle <NUM> of <FIG> is shown according to an example embodiment. As shown in <FIG>, the controller <NUM> includes a processing circuit <NUM> having a processor <NUM> and a memory <NUM>, an engine circuit <NUM>, a heater circuit <NUM>, a transmission circuit <NUM>, and a communications interface <NUM>. The controller <NUM> is structured to receive information indicative of an operation of the vehicle <NUM>, and take one or more actions based on that information and on an amount of available regenerative braking energy. These actions may include engaging the heater <NUM> if regenerative braking energy is available and/or if the aftertreatment system <NUM> temperature is within a range, facilitating an upshift event, or initiating a downshift event, in order to improve aftertreatment system <NUM> temperature and reduce emissions.

The amount of available regenerative braking energy refers to an amount of kinetic energy that has been captured by the motor generator <NUM> from vehicle braking. In some embodiments, a determination of the amount of available regenerative braking energy may be made based on one or more sensors that provide data indicative of an amount of kinetic energy captured (e.g., via a capacitance sensor within the motor generator <NUM>). For example, a sensor may be included with the motor generator <NUM> that indicates when the motor generator is operating in reverse which is the "generating" mode. When this reverse operation is identified by the controller <NUM>, the controller <NUM> may determine that i) regenerative braking energy is available, and ii) direct the available regenerating braking energy (i.e., generated electrical energy at this point from the motor generator <NUM>) to one or more accessories (e.g., heater <NUM>). Thus, the amount determination may be either an actual amount (e.g., X kW) and/or an indication that regenerative braking energy is available (i.e., a binary input of yes/no). This determination may also be made via one or more electrical sensors (e.g., a voltage sensor) that provides data indicative of an amount of in-flowing kinetic energy and/or out-flowing (converted) electrical energy. In other embodiments, the determination is a predicted amount or a predicted time of availability based on look-ahead grade threshold data (i.e., from a telematics device). In these embodiments, the controller <NUM> determines that a downhill slope is upcoming along a route of the vehicle, and determines an estimated amount of kinetic energy that could be captured from the downhill portion based on a grade of the slope and a length of the portion of the route with downhill slope.

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

In another configuration, the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> are embodied as hardware units, such as electronic control units. As such, the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of "circuit. " In this regard, the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may include any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on). The engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may also include programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like. The engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may include one or more memory devices for storing instructions that are executable by the processor(s) of the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM>. The one or more memory devices and processor(s) may have the same definition as provided below with respect to the memory <NUM> and processor <NUM>.

In some hardware unit configurations, the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may be geographically dispersed throughout separate locations in the vehicle. Alternatively and as shown, the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may be embodied in or within a single unit/housing, which is shown as the controller <NUM>.

In the example shown, the controller <NUM> includes the processing circuit <NUM> having the processor <NUM> and the memory <NUM>. The processing circuit <NUM> may be structured or configured to execute or implement the instructions, commands, and/or control processes described herein with respect to the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM>. The depicted configuration represents the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> as machine or computer-readable media storing instructions. However, as mentioned above, this illustration is not meant to be limiting as the present disclosure contemplates other embodiments where the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM>, or at least one circuit of the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM>, is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure.

The processor <NUM> may be implemented as a single- or multi-chip processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A processor may be a suitable processor, a microprocessor, group of processors, etc. A processor also may be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. In some embodiments, the one or more processors may be shared by multiple circuits (e.g., the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may comprise or otherwise share the same processor which, in some example embodiments, may execute instructions stored, or otherwise accessed, via different areas of memory). Alternatively or additionally, the one or more processors may be structured to perform or otherwise execute certain operations independent of one or more co-processors. In other example embodiments, two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or multi-threaded instruction execution. All such variations are intended to fall within the scope of the present disclosure.

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

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

The engine circuit <NUM> is structured or configured to control, at least partly, and to monitor operation of the engine <NUM> and to output data or information indicative of engine <NUM> operation. The engine circuit <NUM> may control a fuel quantity and rate of fuel injected into the engine, intake/exhaust valve opening, engine speed, engine torque, and other parameters of operation of the engine <NUM>.

The engine circuit <NUM> may monitor operation of the engine <NUM> via one or more sensors (either real or virtual) that are configured to provide data indicative of how the engine <NUM> is operating. These one or more sensors may include a temperature sensor, a torque sensor, a fuel flow sensor, a NOx sensor, an oxygen sensor, a pressure sensor (e.g., exhaust manifold, intake manifold, etc.), etc., and may be positioned at various positions throughout in or around the engine <NUM>. For example, there may be a temperature sensor positioned at or near an exhaust manifold of the engine <NUM> that provides data indicative of an exhaust gas temperature exiting the engine <NUM>, and there may be a virtual pressure sensor configured to provide data indicative of an in-cylinder pressure of the engine <NUM> during operation. Furthermore, there may be a torque sensor that provides data indicative of an engine <NUM> output torque, which, when processed by the engine circuit <NUM> with the temperature and sensor data, provides a picture of how 'hard' the engine <NUM> is working (i.e., the stress or load applied to the engine <NUM>). In another example, there may be a NOx sensor similarly positioned at or near the exhaust manifold that provides data indicative of an amount of engine-out NOx (EONOx).

Once the data are received from the one or more sensors, the engine circuit <NUM> processes the data in order to provide the heater circuit <NUM> and/or the transmission circuit <NUM> with actionable data (i.e., information upon which the heater circuit <NUM> and/or the transmission circuit can base decisions). For example, as discussed above, the engine circuit <NUM> processes data indicative of an exhaust-out temperature, a pressure, and a torque in order to determine an overall load on the engine <NUM> and/or a power output from the engine (e.g., X horsepower based on the determined or monitored engine speed and torque output of the engine). In another example, the engine circuit <NUM> receives data indicative of an intake air-to-fuel ratio (e.g., from the oxygen sensor), which the engine circuit <NUM> uses, in combination with the other received data, to provide the heater circuit <NUM> and/or transmission circuit <NUM> with information regarding an operation state of the engine <NUM> (i.e., lean or rich burn).

The heater circuit <NUM> is structured or configured to control the heater <NUM>. The heater circuit <NUM> controls the heater <NUM> by issuing commands to the heater <NUM> that control an amount of heat output from the heater <NUM> (e.g., as an amount of heat energy or as a percentage of maximum heat output of the heater <NUM>). As such, the heater circuit <NUM> may command the heater <NUM> to turn off (i.e., commanding <NUM>% of heat output), to turn on completely (i.e., commanding <NUM>% of maximum heat output), or to turn on partially (e.g., commanding a certain amount or percentage, such as <NUM>%, of maximum heat output). As used herein with respect to controlling the heater <NUM>, the terms "activate" and "engage" are used interchangeably and refer to turning "on" the heater <NUM>. After engagement, the heater circuit <NUM> controls the power output from the heater <NUM> as described above (e.g., maximum heater output, less than maximum heater output).

The heater circuit <NUM> is structured or configured to control the heater <NUM> based on at least one of an amount of regenerative braking energy captured, on a temperature of the aftertreatment system <NUM>, and/or on a power output of the engine <NUM>. In one embodiment, the temperature of the aftertreatment system <NUM> is an instantaneous temperature at or near an inlet and/or outlet of the aftertreatment system <NUM>, such that the temperature of the aftertreatment system <NUM> is indicative of the aftertreatment system <NUM> as a whole. In another embodiment, the temperature of the aftertreatment system <NUM> is an instantaneous temperature at or near an individual component of the aftertreatment system <NUM> (e.g., the DOC <NUM>, the SCR <NUM>, etc.). In yet another embodiment, the temperature of the aftertreatment system <NUM> is an average or a median of the temperatures of, for example, individual components or temperatures at or near an inlet and/or outlet of aftertreatment system <NUM> over a predefined amount of time (or, another unit of measure, such as a distance travelled by the vehicle).

As described primarily herein, the temperature of the aftertreatment system may be a temperature of the SCR <NUM>. The temperature may be determined directly by real sensors (i.e., the temperature sensors <NUM> positioned proximate the SCR), or estimated via one or more virtual sensors. A virtual sensor refers to the utilization of one or more processes to determine a measurement of a value without an actual sensor reading for that particular value. For example, temperature sensors upstream and downstream of the SCR <NUM> may be used by the heater circuit <NUM> to determine the temperature of the SCR <NUM> based on the NOx reduction across the SCR <NUM>. In this regard, a look-up table may be included with the heater circuit <NUM> that correlates NOx reduction amounts to operating temperature(s) of the SCR <NUM> (and, in some embodiments, other operating parameters of the vehicle). For example, at certain engine power outputs and hours of operation, the determine NOx reduction amount (as determined by a SCR outlet NOx sensor) may correlate with an operating temperature of the SCR <NUM>. Thus, the SCR <NUM> temperature may be determined directly (via one or more sensors) or indirectly (e.g., via correlation with a NOx output amount). Further and as described, the temperature used by the heater circuit <NUM> when evaluating how to control the heater <NUM> may be an instantaneous temperature of the SCR <NUM>, an average temperature of the SCR <NUM> over a predefined amount of time (or other metric, such as distance), etc..

The heater circuit <NUM> determines or receives a determination of a power output of the engine <NUM> from the engine circuit <NUM> and compares the determine power output of the engine <NUM> to a power output threshold. Alternatively and in some embodiments, the heater circuit <NUM> may receive a determined amount of engine-out NOx (EONOx) from the engine circuit <NUM> and compare that amount to a threshold EONOx amount, rather than comparing the determined power output to a power output threshold. In either situation, the heater circuit <NUM> may subsequently control the heater <NUM>.

Based on the temperature of the aftertreatment system <NUM> and power output (or EONOx) of the engine <NUM> from the engine circuit <NUM>, the heater circuit <NUM> determines a command for the heater <NUM> based on a comparison of the determined temperature and engine <NUM> power (or EONOx) to one or more threshold values. The one or more threshold values include a first temperature threshold, a second temperature threshold, and a power output threshold. In an alternate embodiment and as briefly mentioned above, the threshold may include an EONOx threshold. The thresholds may be predefined values or ranges in the controller <NUM> (e.g., set by a technician or manufacturer, provided values over-the-air via a telematics unit from a manufacturer, etc.). The first temperature threshold may be a pre-determined or predefined temperature or temperature range at which the SCR <NUM> efficiently reduces NOx in the exhaust gas (e.g., approx. The second predefined temperature threshold may be a temperature (e.g., <NUM>) above which thermal damage to the components of the aftertreatment system <NUM> occurs or is likely to occur. Thus, the second predefined temperature threshold may be higher than the first predefined temperature threshold. In some embodiments, the first and second temperature thresholds include a heat resistance band that provides a buffer on either side of the predefined temperature value such that a temperature range is defined. In this way, the current temperature is not determined as exceeding either threshold until the current temperature exceeds the value of the temperature threshold plus the value of the heat resistance band. For example, if the first temperature threshold is <NUM> and the heat resistance band is <NUM>, then the heater circuit <NUM> does not determine that the current aftertreatment system temperature exceeds the first temperature threshold until the current temperature is at least <NUM> (i.e., <NUM> + <NUM>).

The controller <NUM> may define the power threshold as a power output value or range of values for engine <NUM> that produce engine-out temperatures above a threshold value. In particular, the controller <NUM> may define the engine power threshold as a power output value or range of values at which the engine-out temperature is sufficient to warm the aftertreatment system <NUM> to an efficient operating temperature (i.e., a temperature at which the aftertreatment system <NUM> reduces pollutants (e.g., NOx) at a desired rate, such as <NUM>).

As mentioned above and in place of the power output value, the controller <NUM> may compare an EONOx value to an EONOx threshold to at least partly control the heater <NUM>. The EONOx threshold may be a predefined acceptable amount of NOx emissions prior to the SCR <NUM> reaching a predefined operating temperature or range of temperatures (based on the aftertreatment system <NUM> temperature being below the first threshold). Like the first and second temperature thresholds, in some embodiments, the power output threshold and EONOx threshold may include buffers to define a range of values such that the nomenclature of a threshold is not meant to be limiting to a single value.

Based on the foregoing, operation of the controller <NUM> may be described as follows. In one embodiment, the controller <NUM> determines that the determined aftertreatment system <NUM> temperature is below both the first temperature threshold and the second temperature threshold and that the engine <NUM> power output (or, in an alternate embodiment, EONOx) is below the power threshold (or EONOx threshold). In response, the heater circuit <NUM> engages (i.e., turns on) the heater <NUM>. In this situation, power for the heater <NUM> is provided by the engine <NUM> and energy captured from regenerative braking (if any), such that the heater <NUM> is utilizing the regenerative braking energy in the aftertreatment system <NUM> as thermal energy. In another embodiment, the controller <NUM> determines that the determined aftertreatment system <NUM> temperature is lower than both the first temperature threshold and the second temperature threshold and that the engine <NUM> power output is above the power threshold. In response, the heater circuit <NUM> adjusts or disengages the heater <NUM>. For example, in one embodiment, in response to the difference between the engine <NUM> power output and the power threshold being greater than a threshold (i.e., power output is greater than the power threshold by more than a predefined amount), the heater circuit <NUM> completely disengages the heater <NUM> because the power output from the engine <NUM> is high enough that the generated exhaust gas from the engine <NUM> is sufficiently hot to warm the aftertreatment system <NUM> without heater <NUM> assistance.

In another embodiment, the controller <NUM> determines that the engine <NUM> power output is slightly above the power threshold (i.e., the engine <NUM> power output is within a pre-defined range or percentage value of the power threshold) or determines that the aftertreatment system <NUM> temperature is slightly below first temperature threshold (i.e., the aftertreatment system <NUM> temperature is within a pre-defined range or percentage value of the first temperature threshold). In response to one or both of these determinations, the heater circuit <NUM> adjusts the heater <NUM> output to low (e.g., <NUM>% heat power) in order to continue providing assistance to the aftertreatment system <NUM> but at a reduced level so as not to overheat or cause or likely cause damage to the aftertreatment system <NUM>. In this regard, this heater engagement process is occurring before the aftertreatment system (and, particularly, the SCR) is at a desired operating temperature or range of temperatures to reduce emissions (e.g., NOx) at a desired rate.

Additionally, the controller <NUM> may turn off or lower power consumption of non-necessary accessories in order to reduce a load on the engine <NUM> and to decrease EONOx. A "non-necessary accessory or vehicle accessory" refers to an accessory that does not affect an ability to operate the vehicle. For example, an electric heating, ventilation, and air conditioning (eHVAC), fan, a radio system, a chair massager, etc. relate to driver comfort and are not "necessary" for vehicle operation. In contrast, electrified coolant valves that maintain desired engine temperatures, power steering, etc. relate to operability of the vehicle and may be classified as "necessary" accessories. By reducing the load on the engine <NUM>, the controller <NUM> reduces EONOx until the aftertreatment system is operating as desired (i.e., at a desired operating temperature).

The controller <NUM> may control operation of accessories (e.g., turning one or more accessories on/off, reducing/increasing a power consumption by one or more accessories) in various operating conditions according to a prioritization scheme or hierarchy. The prioritization scheme defines the criteria for selecting which accessory (and, particularly, non-necessary accessories) to turn off or reduce electrical power consumption from in certain operating conditions. In some embodiments, the prioritization scheme is pre-determined according to relative importance to vehicle <NUM> performance (e.g., eHVAC is the first to be turned off because it relates only to driver comfort and has no bearing on vehicle <NUM> performance). In other embodiments, the prioritization scheme may be determined dynamically based on driving conditions (e.g., if the ambient temperature is below freezing, the fan is disengaged before the eHVAC because engine <NUM> cooling from the fan is not important at such temperatures, and the eHVAC takes on increased importance at such temperatures because the freezing temperatures could pose a danger to the driver if the cabin is not warmed).

In one embodiment, the controller <NUM> adjusts operation of the non-necessary accessories based on a comparison of the current EONOx amount to a threshold EONOx amount. The threshold EONOx amount may be an acceptable amount of NOx emissions prior to the SCR <NUM> reaching an operating temperature (based on the aftertreatment system <NUM> temperature being below the first threshold). Based on an amount that the current EONOx amount exceeds the threshold EONOx amount, the controller <NUM> adjusts operation of the non-necessary accessories, with a greater the amount of exceedance begetting a greater adjustment by the controller <NUM>. For example, if the determined amount of exceedance is low (meaning the current EONOx amount is close to the threshold EONOx amount, such as within a predefined amount of percentage), the controller <NUM> may command a decrease in eHVAC function rather than a complete disengagement, such that the eHVAC continues to provide heating and/or cooling to the cabin, but to a lesser degree. Alternatively, if the determined amount of exceedance is high (meaning the current EONOx amount is close to the threshold EONOx amount, such as outside of a predefined amount of percentage), the heater circuit <NUM> may command one or more non-necessary accessories to disengage (i.e., turn `off') in order to reduce a load on the engine by a greater amount than in the first example.

Referring still to operation of the controller <NUM>, if the determined temperature is above the first temperature threshold but below the second temperature threshold, regardless of the determined power output, the heater circuit <NUM> disengages (turns off) the heater unless there is regenerative braking energy available. The controller <NUM> determines there is regenerative braking energy available in one of three situations: <NUM>) if one or more sensors (e.g., a capacity sensor, voltage sensor, current sensor) indicate that an amount of kinetic energy has been stored as or is currently being converted to electric energy by the motor generator <NUM>; <NUM>) if upcoming road grade data (i.e., from a telematics device) indicate that a downhill slope is upcoming; or <NUM>) if driver power/torque demand (i.e., based on an accelerator pedal position) is below the engine motoring power/torque. If there is regenerative braking energy available or available within a predefined threshold amount of time or distance (e.g., if the downhill slope is upcoming within X miles or under X seconds given the current rate of speed of the vehicle), the heater circuit <NUM> directs all or mostly all available regenerative braking energy to the heater <NUM>. If the determined temperature is above the second temperature threshold, the heater circuit <NUM> does not engage (turn on) the heater <NUM>, even if there is regenerative braking energy available. By leveraging the regenerative braking energy when available, the controller <NUM> and motor generator <NUM> are strategically capturing regenerative braking energy when available and converting/storing the energy as thermal energy (via the heater <NUM>) in the aftertreatment system <NUM>. The thermal energy is a combination of the instantaneous (i.e., available in that moment in time) regenerative braking energy and/or from engine <NUM> fueling (such as when the determined temperature and determine engine <NUM> output are below their respective thresholds). Further, by pre-emptively warming the aftertreatment system <NUM> using 'free' (i.e., without fueling cost) energy, traditional thermal management is reduced, which reduces CO2 generation, reduces fuel consumption, and improves aftertreatment system <NUM> component health (by avoiding the high temperatures of traditional thermal management).

Referring now to <FIG>, a set <NUM> of plots for operating values of the vehicle <NUM> relative to vehicle travel distance are shown, according to an example embodiment. An x-axis of the set <NUM> is vehicle travel distance (e.g., in miles). A y-axis for a first or top most plot <NUM> is speed of the vehicle <NUM>, a y-axis of a second plot <NUM> is power output, a y-axis of a third plot <NUM> is temperature of the SCR <NUM>, and a y-axis of a fourth plot <NUM> is heater status (with <NUM> being 'off' and <NUM> being 'on'). Line <NUM> plots a speed of the vehicle <NUM> as a function of distance, with intervals <NUM>, <NUM>, and <NUM> indicating intervals of acceleration and intervals marked <NUM>, <NUM>, and <NUM> indicating intervals of braking. Line <NUM> plots a power output of the engine <NUM> as a function of distance and line <NUM> plots a power output of the motor generator <NUM> as a function of distance. Line <NUM> plots a temperature of the SCR <NUM> as a function of distance, while line <NUM> plots a constant value for the first temperature threshold and line <NUM> plots a constant value for the second temperature threshold. While the third plot <NUM> depicts the SCR <NUM> temperature, the third plot <NUM> could be for any component of the aftertreatment system <NUM> (e.g., DOC <NUM>, etc.). Line <NUM> plots a status of the heater <NUM> as a function of distance. At the point indicated as <NUM>, the heater <NUM> status switches from <NUM> ('on') to <NUM> ('off') due to the value of line <NUM> being between lines <NUM> and <NUM> and there being no regenerative braking energy available (i.e., the value of line <NUM> is not decreasing). Then, at the point indicated as <NUM>, the heater <NUM> status switches from <NUM> to <NUM>, due to regenerative braking energy becoming available (i.e., the value of line <NUM> is decreasing) and the value of line <NUM> is not above line <NUM>. At the point indicated as <NUM>, the heater status switches from <NUM> to <NUM> due to regenerative braking energy being no longer available and the value of <NUM> being above line <NUM>. Finally, at the point indicated as <NUM>, the heater <NUM> status does not change despite regenerative braking energy being available because the value of line <NUM> is above line <NUM>.

The transmission circuit <NUM> is structured or configured to receive data from the engine circuit <NUM> and/or heater circuit <NUM> and to command one or more components of the vehicle <NUM> in order to control, at least partly, the transmission <NUM>. In particular, the transmission circuit <NUM> is structured to facilitate a shift event for the transmission <NUM>. By way of background, in alternatives not covered by the present claims, the transmission circuit <NUM> is structured or configured to command an additional load on the engine <NUM>, causing the engine <NUM> to decelerate in order to facilitate a smoother upshift event for the transmission <NUM>. By increasing a load on the engine <NUM>, the transmission circuit <NUM> causes the speed of the engine <NUM> to decrease. By way of background, in alternatives not covered by the present claims the transmission circuit <NUM> increases the load on the engine <NUM> by: i) the motor generator <NUM>, which uses the increased load to generate additional power (i.e., for the heater <NUM>); ii) activating one or more currently-disengaged accessories (e.g., turning on the HVAC system if the HVAC system is currently off); and/or iii) increasing a power consumption from one or more accessories. Because an upshift event is smoothest (i.e., quickly and with the fewest noticeable knocks due to gears not poorly meshing) at a particular engine <NUM> speed, by assisting in decelerating the engine <NUM> to that particular engine <NUM> speed (i.e., an engine speed commensurate with the upshift event), the transmission circuit <NUM> is improving the smoothness of the upshift event.

Based on the foregoing, operation of the transmission circuit <NUM> may be described as follows. First, the transmission circuit <NUM> determines whether an upshift event (i.e., shifting from a current gear to a higher gear) is desired. This determination may be made based on operator preference (e.g., received via the operator I/O device <NUM>) or based on external conditions (e.g., the vehicle <NUM> is descending a hill, and traversal is improved at a higher gear due to the fuel savings that accompany operation in a higher gear). When the transmission circuit <NUM> determines that an upshift event is desired, the transmission circuit <NUM> determines a speed of the engine <NUM> and a target engine <NUM> speed for the upshift event (i.e., a speed of the engine <NUM> at which the shift from one gear to another is smoothest). In some alternatives, the target engine <NUM> speed for the shift event is the same regardless of the current gear or desired higher gear, while in other alternatives, the target engine speed for the shift event is dependent upon one or both of the current gear and the desired higher gear (e.g., the speed is higher for a higher gear). In some of these alternatives, the target engine speed of the engine <NUM> for the shift event is determined based on a look-up table that associates a desired gear with a corresponding transmission <NUM> speed and engine <NUM> speed. The controller <NUM> may store one or more transmission shift schedules that correlate engine speed to transmission setting. The shift schedules define when a transmission shift event occurs (upshift or downshift) based on the engine speed (and, potentially, other factors). Based on the speed of the engine <NUM> for the shift event, the transmission circuit <NUM> determines an amount of deceleration for the engine <NUM> to reach the target engine speed for the shift event (e.g., <NUM> RPM to <NUM> RPM). Further, based on the amount of deceleration, the transmission circuit <NUM> determines an amount of load increase on the engine <NUM> that would result in the amount of deceleration. Assuming a substantially constant engine <NUM> power output (i.e., the power demand on the engine <NUM> is not changed), if a load on the engine <NUM> is increased, a speed of the engine <NUM> may decrease in response to the increase in load. As such, the transmission circuit <NUM> can determine the amount of engine <NUM> speed deceleration that would correspond with various values for a load increase. The correlation between engine <NUM> speed reduction and load increases may be defined based on one or more lookup tables that establish the relationship based on testing data, or may be defined based on historical performance of the vehicle <NUM> that has been stored (e.g., in the memory <NUM>). For example, if during previous operation, a load of X was applied when traveling a speed of Y and the engine <NUM> speed was reduced by Z, the transmission circuit <NUM> determines an amount of X based on a current speed of Y and a desired amount of Z.

By way of background, in alternatives not covered by the present claims the transmission circuit <NUM> then commands an additional load on the engine <NUM> based on the determined amount of load increase, and directs the additional mechanical energy generated by that additional load to the motor generator <NUM>. From there, the motor generator <NUM> converts that mechanical energy to thermal energy via the heater <NUM>, thereby warming the aftertreatment system <NUM> while simultaneously improving the smoothness of the upshift event. As used herein, a 'smooth' shift event refers to a shift event that is substantially free of bumps, knocks, and other types of discomfort that might otherwise be experienced by a user (e.g., driver) during a shift event. Because a shift event involves a moving gear switching from being meshed with a first gear to being meshed with a second gear, it is common to encounter a noticeable bump due to the moving gear not meshing well with the second gear. By decelerating the engine <NUM> to the target engine speed for the shift event, the transmission circuit <NUM> reduces the chance of bumping or knocking due to poorly meshed gears.

In another alternative, the transmission circuit <NUM> is structured or configured to manage downshift events in order to select a proper gear or setting for high exhaust gas temperature. By managing downshift events, the transmission circuit <NUM> can increase the temperature of the exhaust gas without additional fueling, thereby warming the aftertreatment system <NUM> without added fueling costs and with reduced CO<NUM> generation. As discussed above, by increasing a load on the engine <NUM>, the controller <NUM> (via the transmission circuit <NUM>) can initiate a deceleration of the engine <NUM>. By decelerating the engine <NUM> to a certain speed, the transmission circuit <NUM> facilitates a smoother downshift event by matching the engine <NUM> speed to a speed for the shift event. The engine speed to transmission speed for the shift event may be defined by a transmission shift schedule. Thus, the controller <NUM> functions to adjust the engine speed to a speed aligned or substantially aligned with the speed for the shift event.

In operation, when there is a downshift event, a load on an engine immediately increases due to the lower transmission setting (e.g., gear). The amount of increase in load is related to the specific gear with lower gears associated with higher loads, such that the lower the gear to which the transmission shifts, the greater the increase in load as a result of that downshift. As a consequence of this increased load, the engine is working harder. The "harder" work leads to increases in power output that generate relatively higher exhaust gas temperatures. These same principles are applied by the transmission circuit <NUM> to determine a desired gear based on a desired temperature for the exhaust gas. As such, the transmission circuit <NUM> first determines a desired temperature for the exhaust gas based, in part, on a current temperature of the aftertreatment system <NUM> (because an increase in exhaust gas temperature leads to an increase in aftertreatment system <NUM> temperature, due to the hotter exhaust gas flowing through the aftertreatment system <NUM>). If the current temperature of the aftertreatment system <NUM> is above a desired threshold value (e.g., a temperature above which the SCR <NUM> is efficiently reducing NOx in the exhaust), the transmission circuit <NUM> determines that the desired exhaust gas temperature is the temperature that the exhaust gas currently is, such that no change (via a downshift event) is necessary. In this regard, the current aftertreatment system <NUM> temperature is at or above the desired threshold temperature value such that additional load via management the transmission is determined by the controller <NUM> to be unnecessary. However, if the current temperature of the aftertreatment system <NUM> is below the threshold temperature value, the transmission circuit <NUM> determines that an increase in exhaust gas temperature is desired.

By way of background, in alternatives not covered by the present claims, the transmission circuit <NUM> may also determine that a downshift event is desirable based on a sensed amount of EONOx in the exhaust gas. Because shifting to a lower gear can (in some situations) reduce the amount of EONOx generated by the engine <NUM>, the transmission circuit <NUM> can determine that a downshift event is desirable in order to reduce the currently generated amount of EONOx. As such, if the transmission circuit <NUM> determines that the sensed amount of EONOx is above a threshold value for NOx, the transmission circuit <NUM> determines that a downshift event is desirable to reduce the EONOx. The threshold value for NOx may be pre-determined for the aftertreatment system <NUM> based on at least one of component specifications (e.g., a standard conversion efficiency of a particular SRC), jurisdictional emissions requirements, or estimated aftertreatment system <NUM> conversion efficiency (e.g., based on a temperature of the aftertreatment system <NUM>). For example, if the aftertreatment system <NUM> is at a desired operating temperature or temperature range (e.g., <NUM>), the threshold value for NOx may be relatively higher because the transmission circuit <NUM> deprioritizes active management (e.g., via one or more downshift events) to reduce excess EONOx due to the aftertreatment system <NUM> being at an operation temperature.

In some alternatives, in response to determining that a downshift event is desired based on a desired exhaust gas temperature, the transmission circuit <NUM> determines a desired lower gear as the gear for the transmission (e.g., one-lower gear than the current gear, two lower gears than the current gear, three lower gears than the current gear, etc.). For example, if the powertrain <NUM> is currently operating in <NUM>th gear and the transmission circuit <NUM> determines that a downshift event is desired based on the exhaust gas temperature, the transmission circuit <NUM> determines that the desired lower gear (i.e., target gear) is the (in this example) <NUM>rd gear. In other alternatives, once the transmission circuit <NUM> has determined the desired exhaust gas temperature increase (based on the difference between the current aftertreatment system <NUM> temperature and a target aftertreatment system <NUM> temperature), the transmission circuit <NUM> determines a transmission gear setting that corresponds to the determined exhaust gas temperature increase. This determination may be made using a lookup table, a formula, or any other suitable method. For example, if the desired exhaust gas temperature increase is large (e.g., <NUM>), the transmission circuit <NUM> may determine that the lower gear is two gears below the current gear (e.g., the current gear is <NUM>th, so the target gear is <NUM>nd).

In some alternatives, in response to determining that a transmission event (in particular, a downshift event) is desired based on an amount of EONOx (e.g., a current amount of EONOx is at or above a predefined threshold value), the transmission circuit <NUM> determines a desired lower gear for the transmission (e.g., one-lower gear than the current gear, two lower gears than the current gear, three lower gears than the current gear, etc.). For example, if the powertrain <NUM> is currently operating in <NUM>th gear and the transmission circuit <NUM> determines that a downshift event is desired to reduce the EONOx amount, the transmission circuit <NUM> determines that the desired lower gear (i.e., target gear) is (in this example) the <NUM>rd gear. In other alternatives, once the transmission circuit <NUM> has determined the desired EONOx decrease (based on the difference between the sensed EONOx amount and a target EONOx amount), the transmission circuit <NUM> determines a transmission setting that corresponds to the determined EONOx decrease. This determination may be made using a lookup table, a formula, or any other suitable method. For example, if the desired EONOx decrease is large relative to the current EONOx amount (e.g., greater than a predefined values, such as X ppm), the transmission circuit <NUM> may determine that the lower gear is two gears below the current gear (e.g., the current gear is <NUM>th, so the target gear is <NUM>nd).

In some alternatives, the transmission circuit <NUM> estimates a change in exhaust gas temperature and/or EONOx for all or substantially all available transmission settings (i.e., gears) and determines the desired gear based on the results of the estimations. The transmission circuit <NUM> may estimate the changes utilizing one or more operating parameters, including but not limited to engine <NUM> speed, engine <NUM> torque, engine <NUM> load, current transmission <NUM> setting, current exhaust gas temperature, sensed EONOx amount, and look-ahead road grade data. From there, the transmission circuit <NUM> determines which transmission setting aligns best with a desired change. For example, if an increase in exhaust gas temperature is desired (based on a current aftertreatment system <NUM> temperature), the transmission circuit <NUM> selects the transmission setting that would result in the greatest estimated increase in exhaust gas temperature. Because the transmission circuit <NUM> is estimating changes for all (or substantially all) transmission settings, the selected transmission setting may be a lower gear (i.e., transmission circuit <NUM> determines a downshift event) or a higher gear (i.e., transmission circuit <NUM> determines an upshift event).

From there, the transmission circuit <NUM> initiates the downshift (or upshift) event by increasing the load on the engine <NUM> to decelerate the engine <NUM> to a speed corresponding to the shift event, and then commands the transmission <NUM> to selectively perform the shift event, provided that the user has not disabled downshifting (e.g., via the operator I/O device <NUM>). For example, the user may have disabled downshifting if the vehicle <NUM> is attempting to pass another vehicle, as a downshift event would cause a momentary loss of power to the drivetrain (when the clutch activates). Further, similarly to as described above for upshift events, the transmission circuit <NUM> directs the mechanical energy generated from the additional load on the engine <NUM> to the motor generator <NUM>, which converts the mechanical energy to thermal energy in the aftertreatment system <NUM> via the heater <NUM>. In this way, the transmission circuit <NUM> not only improves aftertreatment system <NUM> performance in a more fuel-efficient manner through downshifting, but also utilizes the mechanical energy generated in the shift that might otherwise have been wasted or not harnessed.

Referring now to <FIG>, a flowchart illustrating a method <NUM> for reducing emissions based in part on an amount of available regenerative energy is shown, according to an exemplary embodiment. In one embodiment, the method <NUM> is performed by the controller <NUM> utilizing one or more of the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM>. As shown in <FIG>, the method <NUM> begins with steps <NUM>-<NUM>, where the controller <NUM> receives information indicative of a temperature of the aftertreatment system <NUM> at <NUM>, a power output of the engine <NUM> at <NUM>, and an amount of EONOx at <NUM>. From there, the method proceeds to block <NUM> and performs steps <NUM>-<NUM> depending on determinations made by the controller <NUM> at steps <NUM>-<NUM> based on information from <NUM>-<NUM>. In response to determining that the aftertreatment system <NUM> temperature is less than a first threshold (i.e., the first temperature threshold of the heater circuit <NUM>) and one or both of the engine <NUM> power output and EONOx are less than a corresponding threshold (i.e., the power threshold and EONOx thresholds of the heater circuit <NUM>) at <NUM>, the controller <NUM> engages the heater <NUM> at <NUM>. In response to determining that the aftertreatment system <NUM> temperature is less than the first temperature threshold and one or both of the engine <NUM> power output and EONOx are greater than the corresponding threshold at <NUM>, the controller <NUM> disengages or reduces power consumption from one or more accessories at <NUM> in the manner discussed above with regard to the heater circuit <NUM> (i.e., non-necessary accessories are adjusted/disengaged based on a desired reduction on engine <NUM> load). In response to determining that the aftertreatment system <NUM> temperature is greater than the first temperature threshold and less than a second temperature threshold at <NUM>, the controller <NUM> engages the heater <NUM> at <NUM> only when regenerative braking energy is available.

From block <NUM>, the method proceeds to steps <NUM>-<NUM>, where the controller <NUM> receives additional information indicative of driver-demanded power (DDP) and driver-demanded torque (DDT) at <NUM> (i.e., via the I/O device <NUM> or based on an accelerator pedal position (APP)), exhaust gas temperature at <NUM>, EONOx at <NUM>, heater <NUM> status (i.e., whether the heater <NUM> is 'on' and, if so, at what power?) at <NUM> (determined, in part, as a result of <NUM>), motor generator <NUM> torque at <NUM>, motor generator <NUM> speed at <NUM>, and transmission <NUM> state (i.e., current gear) at <NUM>. Based on this information, the method <NUM> proceeds to block <NUM>, where the controller <NUM> assists with an upshift event at <NUM> or initiates a downshift event at <NUM>. At <NUM>, the controller <NUM> increases a load on the engine <NUM> in order to decelerate the engine <NUM> and improve the smoothness and utility of the upshift event by harnessing otherwise wasted energy to assist aftertreatment system <NUM> functionality. At <NUM>, the controller <NUM> increases a load on the engine <NUM> in order to decelerate the engine <NUM> for a subsequent downshift event. Subsequently, a downshift event is initiated. If the transmission <NUM> is a manual transmission, 'initiating the downshift event' may refer to the controller <NUM> notifying the user that the speed of the engine <NUM> matches the target shift speed (e.g., via the I/O device <NUM>) and to perform the shift. If the transmission <NUM> is an automatic transmission, 'initiating the downshift event' refers to the controller <NUM> commanding the transmission <NUM> to shift from the current gear down to the target gear. By initiating the downshift event, the controller <NUM> further increases the load on the engine <NUM>, which increases a temperature of the exhaust gas and improves aftertreatment system <NUM> functionality. As a result of the block <NUM>, the method <NUM> outputs a target gear at <NUM>, a target engine <NUM> speed at <NUM>, and a target engine <NUM> torque at <NUM>. Based on these outputs, the method <NUM> proceeds to <NUM> in some embodiments and to <NUM> in other alternatives. At <NUM>, the controller <NUM> notifies the user (via the I/O device <NUM>) of the target gear and target engine <NUM> speed for the gearshift event (i.e., either downshift event or upshift event) and, in some alternatives, notifies the user when the current engine <NUM> speed is at the target engine <NUM> speed for the gear shift event. At <NUM>, the controller <NUM> commands an additional load on the engine <NUM> based on the target engine <NUM> speed via the motor generator <NUM> or accessories, and at <NUM>, initiates the downshift event or upshift event once the current engine <NUM> speed reaches target engine <NUM> speed.

Referring now to <FIG>, a flowchart illustrating a method <NUM> for managing the heater <NUM>, according to an exemplary embodiment. In one embodiment, the method <NUM> is performed by the controller <NUM>. The method <NUM> begins at <NUM>, where the controller <NUM> receives information indicative of the available amount of regenerative braking energy or that regenerative braking energy is available. At <NUM>, the controller <NUM> determines if the amount of regenerative braking energy available is greater than an amount of power required to operate the heater <NUM> at full power. For example, the regenerative braking energy amount may be determined via a voltage sensor or other estimators within the inverter, which the controller <NUM> then compares to the power level necessary to operate the heater <NUM> at a full power output. If the available regenerative braking energy is sufficient to operate the heater <NUM> at full power (<NUM>: YES), the method <NUM> proceeds to <NUM> and engages the heater <NUM> at full power. If the available regenerative braking energy is not enough to engage the heater <NUM> at full power (<NUM>:NO), the method proceeds to <NUM> and supplements the available regenerative braking energy with engine <NUM> power. The amount of this supplemented engine <NUM> power is equal (or substantially equal) to the amount of power required to operate the heater <NUM> at full power minus the amount of available regenerative braking power. From there, the method <NUM> proceeds to <NUM> to engage the heater <NUM> at full power, using the combination of captured regenerative braking energy and engine <NUM> power.

In parallel, the controller <NUM> receives information indicative of a temperature of the aftertreatment system <NUM> at <NUM>. From there, the method <NUM> proceeds to <NUM>, where the controller <NUM> determines if the aftertreatment system <NUM> temperature exceeds a first threshold (i.e., the first temperature threshold of the heater circuit <NUM>). If the aftertreatment system <NUM> temperature does not exceed the first threshold (<NUM>:NO), the controller <NUM> operates the heater <NUM> at full power at <NUM>. If the aftertreatment system <NUM> temperature exceeds the first threshold (<NUM>:YES), the controller <NUM> determines if the aftertreatment system <NUM> temperature exceeds a second threshold (i.e., the second temperature threshold of the heater circuit <NUM>). If the aftertreatment system <NUM> temperature does not exceed the second threshold (<NUM>:NO), the controller <NUM> engages the heater <NUM> to operate the heater <NUM> based on the amount of available regenerative braking energy/power. For example, the controller <NUM> may operate the heater <NUM> at full power if there is sufficient regenerative braking energy/power available for full power operation. As another example, the controller <NUM> may operate the heater at less than full power if the available regenerative braking power is insufficient for full power operation. In one embodiment, the controller <NUM> diverts a portion of the generated electricity from the motor generator <NUM> to the aftertreatment system heater <NUM> and operates the heater <NUM> for as long as possible with this power (i.e., until insufficient generated electricity remains). In another embodiment, the controller <NUM> diverts a majority of the generated electricity from the motor generator <NUM> in order to operate the heater <NUM> at maximum (or substantially maximum) power for as long as possible. Put differently, if the amount of generated electricity from the motor generator <NUM> is insufficient for full power operation, the controller <NUM> may either run the heater <NUM> at a relatively high (e.g., as high as possible) power for a relatively short amount of time or run the heater <NUM> at a relatively low power (i.e., compared to the high power of the first embodiment) for a relatively long amount of time (i.e., compared to the short time of the first embodiment). If the aftertreatment system <NUM> temperature exceeds the second threshold (<NUM>:YES), the controller <NUM> disengages the heater <NUM>, regardless of the amount of available regenerative braking energy.

The systems and methods described herein provide improvements and benefits beyond conventional systems and methods for heater and transmission management. In particular, by engaging an aftertreatment system heater whenever regenerative braking energy is available, the present systems and methods reduce the necessity or frequency of conventional thermal management events. Conventional thermal management events require high levels of fueling, so avoiding these events not only reducing fuel consumption but also reduces CO<NUM> and other pollutants otherwise produced by excess fueling.

In another example, by utilizing regenerative braking energy when available, the present systems and methods reduce overall energy consumption and improve system efficiency, as compared to conventional energy systems that generate and store electricity in one or more batteries. By operating in a more first-in-first-out manner (i.e., using only the energy that is 'free' or otherwise available), the present systems and methods avoid losing energy inside the battery (batteries have internal resistance) or generating excess energy just for the sake of generating excess energy.

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

It is also important to note that the construction and arrangement of the apparatuses, methods, and system as shown in the various exemplary embodiments herein is illustrative only. Additionally, any element disclosed in one embodiment may be incorporated or utilized with any other embodiment disclosed herein. Moreover and although the figures and description may illustrate a specific order of method steps, the order of such steps may differ from what is depicted and described, unless specified differently above. Also, two or more steps may be performed concurrently or with partial concurrence, unless specified differently above. Such variation may depend, for example, on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure.

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

While various circuits with particular functionality are shown in <FIG>, it should be understood that the controller <NUM> may include any number of circuits for completing the functions described herein. For example, the activities and functionalities of the engine circuit <NUM>, the heater circuit <NUM>, and the transmission circuit <NUM> may be combined in multiple circuits or as a single circuit. Additional circuits with additional functionality may also be included. Further, the controller <NUM> may further control other activity beyond the scope of the present disclosure.

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

While the term "processor" is briefly defined above, the term "processor" and "processing circuit" are meant to be broadly interpreted. In some embodiments, the one or more processors may be external to the apparatus (e.g., the controller shown herein), for example the one or more processors may be a remote processor (e.g., a cloud based processor). Alternatively or additionally, the one or more processors may be internal and/or local to the apparatus (e.g., the controller shown herein). In this regard, a given circuit or components thereof may be disposed locally (e.g., as part of a local server, a local computing system such as the one or more controllers described herein, etc.) or remotely (e.g., as part of a remote server such as a cloud based server).

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

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

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

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

Claim 1:
A method, comprising:
receiving, by a controller (<NUM>), information indicative of a temperature of an aftertreatment system (<NUM>) of a vehicle (<NUM>) and a power output of an engine (<NUM>) of the vehicle;
comparing, by the controller, the temperature of the aftertreatment system to a temperature threshold;
comparing, by the controller, the power output to a power output threshold; the method being characterized in that
responsive to the comparisons indicating that the temperature of the aftertreatment system is below the temperature threshold and the engine power output is below the power output threshold, engaging the heater (<NUM>); and
responsive to the comparisons indicating that the temperature of the aftertreatment system is below the temperature threshold and the engine power output is above the power output threshold, at least one of disengaging or reducing a power consumption from the heater.