Abstract: The invention relates to a method for optimizing energy management of an electrical propulsion system of a vehicle, wherein the electrical propulsion system of the vehicle comprises an energy storage system and an electric machine. The electrical propulsion system further comprises at least one electrical component, wherein the electrical component has an idle state and an operation state. The method comprising the steps of: a) determining at least one parameter of the electrical component being in the operation state; b) inputting the parameter into a thermal model of the electrical component; c) predicting the temperature Tp of the electrical component being in operation state in real time on board the vehicle; d) comparing the predicted temperature value Tp with a predefined threshold value Tmax, and, e) automatically reducing the magnitude of the electrical current through the electrical component to a safe level if the predicted temperature value Tp exceeds the predefined threshold value Tmax.

Abstract: The invention relates to a method for optimizing energy management of an electrical propulsion system of a vehicle, wherein the electrical propulsion system of the vehicle comprises an energy storage system and an electric machine. The electrical propulsion system further comprises at least one electrical component, wherein the electrical component has an idle state and an operation state. The method comprising the steps of: a) determining at least one parameter of the electrical component being in the operation state; b) inputting the parameter into a thermal model of the electrical component; c) predicting the temperature Tp of the electrical component being in operation state in real time on board the vehicle; d)comparing the predicted temperature value Tp with a predefined threshold value Tmax, and, e) automatically reducing the magnitude of the electrical current through the electrical component to a safe level if the predicted temperature value Tp exceeds the predefined threshold value Tmax.

Abstract: An exhaust gas after treatment system includes a diesel particulate filter unit (DPFU) provided downstream of a diesel engine, a selective catalytic reduction (SCR) arrangement provided in fluid communication with said DPFU, a first injector for feeding reducing agent into the exhaust gas provided downstream of said DPFU and upstream of said SCR, at least one NOx sensor provided downstream of said SCR for providing at least one NOx signal to a NOx coordinator, at least one temp sensor provided upstream and/or downstream of said SCR for providing at least one temp signal to said NOx coordinator, wherein said NOx coordinator is provided for switching said diesel engine into a high NOx mode or a low NOx mode depending on the values of the at least one NOx signal and the at least one temp signal.

Abstract: An exhaust gas after treatment system includes a diesel particulate filter unit (DPFU) provided downstream of a diesel engine, a selective catalytic reduction (SCR) arrangement provided in fluid communication with said DPFU, a first injector for feeding reducing agent into the exhaust gas provided downstream of said DPFU and upstream of said SCR, at least one NOx sensor provided downstream of said SCR for providing at least one NOx signal to a NOx coordinator, at least one temp sensor provided upstream and/or downstream of said SCR for providing at least one temp signal to said NOx coordinator, wherein said NOx coordinator is provided for switching said diesel engine into a high NOx mode or a low NOx mode depending on the values of the at least one NOx signal and the at least one temp signal.