Systems and methods to control operation of a system based on aftertreatment interaction include a controller structured to receive one or more parameters associated with an exhaust aftertreatment system of an electric vehicle, where the one or more parameters are associated with an aftertreatment event associated with the aftertreatment system, determine an operation state of the system based on the one or more parameters, and generate a command structured to adjust operation of the system responsive to the determination of the operation state.

An engine controller controlling an engine including an occlusion reduction catalyst in an exhaust device includes a fuel injection controller that controls a fuel injection amount of an injector, an EGR controller that controls an EGR device, a sulfur purge determiner that determines whether sulfur purging of the catalyst is to be performed, and a sulfur purge controller that executes sulfur purge control if the sulfur purging is performed. The sulfur purge control involves performing a fuel injection to achieve a rich air-fuel ratio at an inlet of the catalyst and prohibiting the exhaust-gas introduction. The sulfur purge controller executes sulfur-purge standby control when a sulfur-purge standby condition is satisfied, and resumes the sulfur purge control when the condition becomes non-satisfied after starting the sulfur-purge standby control. The sulfur-purge standby control involves performing the fuel injection to nearly achieve a stoichiometric air-fuel ratio and prohibiting the exhaust-gas introduction.

Methods and systems are provided for fuel post injection for diesel particulate filter (DPF) regeneration. In one example, a method may include, responsive to a request for generating exotherms in an exhaust system of an engine while combustion is discontinued in at least one cylinder of the engine, injecting fuel into a cylinder within a threshold crank angle range around top dead center (TDC) of a compression stroke of the cylinder and also within the threshold crank angle range around top dead center of an exhaust stroke of the cylinder, the threshold crank angle range extending from no more than 40 crank angle degrees before TDC to no more than 40 crank angle degrees after TDC. In this way, fuel post injections may be injected +/−40 crank angle degrees after TDC of the compression and exhaust strokes to increase exhaust temperature while avoiding wall wetting and oil-in-fuel dilution.

A controller may determine that a regeneration process associated with an engine of a machine is active. The controller may obtain, based on determining that the regeneration process is active, information concerning a speed of the engine, information concerning a load of the engine, and information concerning a fuel rate of the engine. The controller may select, based on the information concerning the speed of the engine, the information concerning the load of the engine, and the information concerning the fuel rate of the engine, a control process, of a plurality of control processes, to control an intake manifold absolute pressure (IMAP) of the engine to facilitate the regeneration process. The controller may cause, according to the selected control process, adjustment of one or more components of a variable geometry turbocharger (VGT) of the engine and an intake throttle valve (ITV) of the engine.

An engine controller controlling an engine including an occlusion reduction catalyst in an exhaust device includes a fuel injection controller that controls a fuel injection amount of an injector, an EGR controller that controls an EGR device, a sulfur purge determiner that determines whether sulfur purging of the catalyst is to be performed, and a sulfur purge controller that executes sulfur purge control if the sulfur purging is performed. The sulfur purge control involves performing a fuel injection to achieve a rich air-fuel ratio at an inlet of the catalyst and prohibiting the exhaust-gas introduction. The sulfur purge controller executes sulfur-purge standby control when a sulfur-purge standby condition is satisfied, and resumes the sulfur purge control when the condition becomes non-satisfied after starting the sulfur-purge standby control. The sulfur-purge standby control involves performing the fuel injection to nearly achieve a stoichiometric air-fuel ratio and prohibiting the exhaust-gas introduction.

A method of recognizing deactivation of an exhaust gas catalytic converter is disclosed. For this purpose, coverage of storage sites of the exhaust gas catalytic converter with rich gas components is modeled (60) and the deactivation is recognized from a proportion of the occupied storage sites in a total number of storage sites.

A misfire detection device includes processing circuitry configured to execute a stopping process stopping combustion control of an air-fuel mixture in one or more cylinders and a determination process determining whether a misfire has occurred based on a value of a determination subject rotation fluctuation amount, that is, a rotation fluctuation amount of a determination subject cylinder for misfire. A comparison subject rotation fluctuation amount is a rotation fluctuation amount corresponding to a crank angle separated by a predetermined angular interval from a crank angle corresponding to the determination subject rotation fluctuation amount. The determination process includes a process determining the misfire based on a value of the determination subject rotation fluctuation amount when the predetermined angular interval equals an angular interval between crank angles at which compression top dead center appears in the one or more of the cylinders and the determination subject cylinder during the stopping process.

A method for controlling an exhaust aftertreatment system for a vehicle includes: determining, by a controller, whether or not a driving state of the vehicle satisfies a clogging determination condition; estimating, by the controller, a normal temperature of a rear end of a catalytic converter upon determining that the clogging determination condition is satisfied; calculating, by the controller, clogging indexes using an actual temperature of the rear end of the catalytic converter measured by a temperature sensor and the estimated normal temperature; determining, by the controller, whether or not it is necessary to settle clogging of the catalytic converter by comparing the clogging indexes with reference ranges; and executing, by the controller, a clogging settlement mode upon determining that it is necessary to settle clogging of the catalytic converter.

An ECU 10 includes a valve control unit 101 for throttling a valve opening of at least one of an intake throttle valve or an exhaust throttle valve so that an upstream temperature of a DOC reaches a predetermined temperature; and a deposition condition determination unit 105 for determining whether a deposition condition that a SOF deposition amount on the DOC exceeds a predetermined deposition amount is satisfied. The valve control unit 101 includes a throttle amount decrease control execution unit 102 for executing throttle amount decrease control to decrease a throttle amount of the valve opening when the deposition condition is satisfied to be smaller than when the deposition condition is not satisfied.

A method and system for reducing cycle to cycle variation of an engine is provided. The system may determine fuel injection characteristics and predict a gas burning rate or flame speed based on the fuel injection characteristics. The system may adjust an ignition timing in response to the predicted gas burning rate within the same engine cycle.