Ammonia cracking for multi-fuel engines

Abstract

The invention discloses ammonia cracking for multi-fuel engines. A vehicle includes an engine for receiving a cracked gas mixture. A cracker of the vehicle may receive the ammonia and energy, crack the ammonia to form hydrogen and nitrogen, and deliver the hydrogen to the engine. A controller of a vehicle may receive a predefined route for the vehicle. The controller may predict a future load demand for the vehicle based on the predefined route. The controller may adjust a flow rate of ammonia delivered to the cracker based on the future load demand.

Description

background

[0002] The present disclosure generally relates to systems, apparatus, methods, and computer readable storage media for use with a multi-fuel engine. More specifically, the present disclosure relates to cracking of ammonia for a multi-fuel engine, such as for a vehicle. Overview

[0004] One embodiment relates to a vehicle including an engine configured to receive a cracked gas mixture, a cracker, an energy storage device, and a controller. The cracker can receive ammonia from an ammonia storage container and energy from an energy source; crack the ammonia to form a cracked gas including hydrogen and nitrogen; and deliver the hydrogen to the engine. The energy storage device can provide energy to the cracker. The controller can receive a predefined route for the vehicle; predict a future load demand of the vehicle based on the predefined route; and adjust a flow rate of ammonia delivered to the cracker based on the future load demand.

[0005] In some embodiments, the energy source includes a battery and exhaust heat, and the cracked gas mixture includes a hydrocarbon fuel. In some embodiments, the controller is configured to charge the battery based on future load demand. In some embodiments, the battery is configured to receive energy from a traction motor. In some embodiments, the predefined route includes an indication of grade and speed.

[0006] In some embodiments, the vehicle is one of a plurality of locomotives in a locomotive consist employing a distributed power system; and the future load demand is based on a distribution of power among the plurality of locomotives by the distributed power system.

[0007] In some embodiments, the engine is configured to receive ammonia; the vehicle includes a hydrogen storage container for hydrogen located intermediate the cracker and the engine; and the controller is configured to adjust a flow rate of ammonia received by the engine based on an amount of hydrogen in the hydrogen storage container.

[0008] One embodiment relates to a method for using an ammonia cracker in a vehicle. The method may include receiving a predefined route by a controller of the vehicle. The method may include predicting, by the controller, a future load demand of the vehicle based on the predefined route. The method may include adjusting, by the vehicle, a flow rate of ammonia delivered to a cracker of the vehicle based on the future load demand. The method may include receiving ammonia from an ammonia storage container at an adjusted flow rate at the cracker and receiving energy from an energy source. The method may include cracking ammonia by the cracker to form a cracked gas comprising hydrogen and nitrogen. The method may include delivering hydrogen to an engine by the cracker. The method may include combusting a cracked gas mixture comprising the cracked gas by the engine.

[0009] In some embodiments, the energy source includes exhaust heat and a battery configured to receive energy from a traction motor, and the cracked gas mixture includes a hydrocarbon fuel. In some embodiments, the method includes charging the battery based on future load demand, and thereafter delivering energy from the battery to a resistive element of a reactor thermally coupled to a cracker. In some embodiments, the method includes separating hydrogen from the cracked gas by the cracker. In some embodiments, the predefined line includes an indication of grade and speed, and the method includes determining a position of the vehicle relative to the predefined route, and adjusting the power generated by the engine in response to the position.

[0010] In some embodiments, the method may include receiving an indication of a power distribution between a plurality of locomotives of a locomotive consist from a distributed power system. The method may include determining a future load demand based on the power distribution. In some embodiments, the method may include combusting ammonia with an engine; storing hydrogen in a hydrogen storage vessel intermediate a cracker and the engine based on the future load demand; and adjusting a flow rate of ammonia based on an amount of hydrogen stored and a state of an energy source.

[0011] One embodiment relates to a non-transitory computer readable medium. The medium includes instructions for causing a processor to receive a predefined route. The instructions may include instructions for predicting a future load demand of a vehicle based on the predefined route. The instructions may include instructions for determining an adjusted flow rate of ammonia delivered to a cracker of the vehicle based on the future load demand. The instructions may include instructions for causing the cracker to crack ammonia at the adjusted flow rate.

[0012] In some embodiments, the instructions may include instructions to charge the battery based on future load demand. In some embodiments, the instructions may include instructions to cause the cracker to crack ammonia to form a cracked gas comprising hydrogen and nitrogen. In some embodiments, the instructions may include instructions to cause the cracker to deliver the hydrogen to the engine. In some embodiments, the instructions may include instructions to cause the engine to combust the hydrogen with a hydrocarbon fuel.

[0013] In some embodiments, the instructions may include instructions for generating energy from the traction motor to charge the battery. In some embodiments, the predefined route includes an indication of grade and speed.

[0014] In some embodiments, the engine is configured to receive ammonia, the vehicle includes a hydrogen storage container for hydrogen located intermediate the cracker and the engine; and the medium includes adjusting a flow rate of ammonia received by the engine based on an amount of hydrogen in the hydrogen storage container.

[0015] This summary is illustrative only and is not intended to be limiting in any way.Other aspects, inventive features, and advantages of the devices or processes described herein will become apparent in the detailed description set forth herein in conjunction with the accompanying drawings, wherein like reference numerals refer to like elements. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a block diagram of a vehicle including an engine coupled to a hydrogen injection system, according to some embodiments.

[0018] Figure 2 is a vehicle according to some embodiments (such as Figure 1 Energy flow diagram of transportation).

[0019] Figure 3 is a graph of minimum temperatures for various flow rates for a cracker according to some embodiments.

[0020] Figure 4 is a vehicle according to some embodiments (such as Figure 1 means of transportation) route map.

[0021] Figure 5 According to some embodiments Figure 1 Flow chart of the method of operating a means of transport.

[0022] Figure 6 is a block diagram illustrating an architecture for a computer system that may be used to implement elements of the systems and methods described and illustrated herein. Detailed Description

[0024] The following is a more detailed description of various concepts related to methods, devices and systems for multi-fuel engines and the implementation of these methods, devices and systems. Before turning to the drawings that show certain exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the details or methods set forth in the specification or shown in the drawings. It should also be understood that the terms used herein are for descriptive purposes only and should not be considered limiting.

[0025] Referring generally to the accompanying drawings, various embodiments disclosed herein relate to systems, devices, methods, and computer-readable storage media for use with multi-fuel engines. Some embodiments may include predicting future loads of a vehicle, adjusting current operations of various energy sources or energy sinks of a vehicle to reduce total fuel use, maintenance, costs, greenhouse gas emissions, improve vehicle performance, and the like. In some example embodiments of the present disclosure, a locomotive may travel along a route including a predefined path of travel, speed, altitude, and the like. A locomotive may include an engine fueled by (e.g., configured to receive) a cracked gas mixture. The cracked gas mixture may include an output of a cracker, which may be referred to as cracked gas, including hydrogen. In some embodiments, the cracked gas mixture may include nitrogen or ammonia vapor of the cracked gas, or nitrogen or ammonia vapor may be removed therefrom. The cracked gas mixture may or may not include another fuel added to the cracker output, such as various concentrations of ammonia or hydrocarbons (e.g., diesel including biodiesel, hydrogenated vegetable oil (HVO), gasoline, or natural gas), combinations thereof, and the like. For example, a multi-fuel locomotive may employ a combination of natural gas, diesel, and hydrogen, wherein natural gas and diesel are components of the cracked gas mixture and are burned with hydrogen according to a value function. The various components of the cracked gas mixture can be provided by one or more fuel systems. For example, each of diesel, natural gas, and hydrogen can include a separate fuel system to deliver the fuel to the engine.

[0026] In various embodiments, various fuels such as hydrogen, ammonia or diesel can contact each other before or after entering the engine. For example, various constituent gases, vapors or liquids of the cracked gas mixture can contact in fuel lines, manifolds, intake ports, combustion chambers, etc. The composition of the cracked gas mixture can vary along the fuel delivery system or position. For example, at the cracker output, the cracked gas mixture can include hydrogen, nitrogen and ammonia vapor. Diesel, ammonia, etc. can be added to the cracked gas mixture thereafter. Similarly, various constituent components such as ammonia vapor or nitrogen can be removed from the cracked gas mixture.

[0027] The engine may receive various concentrations of hydrogen (H2). For example, a vehicle may include a cracker for cracking hydrogen from ammonia, having an operating temperature defined by one or more threshold values. A controller of a locomotive may predict future load requirements of the locomotive and adjust the current operating point of the locomotive based on the predicted future load. For example, a locomotive approaching a slope may adjust the throttle to a higher power notch to increase the thermal energy available to the cracker to a desired operating point (e.g., via a resistive element or hot exhaust generated by an engine component) so that when the locomotive reaches the slope, an appropriate reserve or productivity of hydrogen is available. A portion of the power may be used to charge an energy storage device. The embodiments described herein receive a route, predict future loads, and adjust the operation of the locomotive based on the predicted load.

[0028] like Figure 1 As shown, the multi-fuel vehicle 100 includes an engine 104, a cracker 110, an energy source, and a controller 102. The engine 104 is configured to receive a cracked gas mixture. The cracker 110 is configured to receive ammonia from an ammonia storage container and receive energy from the energy source. The cracker 110 is configured to crack ammonia to form a cracked gas including hydrogen and nitrogen. The cracker is configured to deliver hydrogen to the engine 104. The energy source is configured to provide energy to the cracker 110. The controller 102 is configured to receive a predefined route for the vehicle 100. The controller 102 is configured to predict the future load demand of the vehicle 100 based on the predefined route. The controller 102 is configured to adjust the flow rate of ammonia delivered to the cracker based on the future load demand.

[0029] The cracker 110 can be coupled to an ammonia storage container via a fluid coupler. For example, the fluid coupler can include a delivery system for ammonia, which is operably coupled to the controller 102. The cracker 110 can be coupled to the engine 104 via a fluid coupler. For example, the fluid coupler can include a delivery system for hydrogen or ammonia (e.g., ammonia vapor). The delivery system can deliver hydrogen or ammonia to the engine 104, such as its combustion chamber. The energy source can be coupled to the cracker 110 via an energy coupler. For example, the energy coupler can include an electric coupler for an electric energy source such as a battery or an alternator. The energy coupler can include a thermal coupling such as via a heat exchanger with the exhaust system 112 of the engine. The controller 102 can be coupled to the cracker 110 via an operable coupler. For example, the controller 102 can include an operable connection of a valve (e.g., generating a control signal for a valve) to control the flow rate of ammonia or the flow rate of exhaust gas. In some embodiments, the controller 102 can control the control signal of the control circuit generating the electric power provided to the cracker 110.

[0030] The vehicle 100 may include a controller 102 or be connected to the controller 102 to perform operations to manage the performance of the systems and methods described herein. The engine 104 may generate traction and electric power. The route planner 106 may determine the route. The load predictor 108 may predict future loads (e.g., hydrogen demand) based on the route. The cracker 110 may crack ammonia. The exhaust system 112 may guide the heat generated by the engine 104. The exhaust system 112 may guide the exhaust gas away from the engine 104. The heat from the exhaust gas may provide heat to the cracker 110. The vehicle 100 may include an energy storage device 114 for storing various energy sources of the vehicle 100 and a data storage library 120 that may be exchanged and stored with various components of the vehicle 100 or between various components of the vehicle 100, or may be connected to the energy storage device 114 and the data storage library 120. For example, the energy source may include a battery and exhaust heat.

[0031] The vehicle 100 may be any type of road or non-road vehicle 100, including but not limited to a wheel loader, a forklift, a long-haul truck, a mid-range truck (e.g., a pickup truck, etc.), a van, a coupe, a tank, an airplane, a ship, and any other type of vehicle. For example, the vehicle may be a locomotive configured to travel along a fixed path of travel. The vehicle 100 may be operated by its occupants, an operator remote therefrom, or may be an autonomous vehicle (e.g., fully autonomous or partially autonomous).

[0032] The controller 102, engine 104, route planner 106, load predictor 108, cracker 110, exhaust system 112, or energy storage device 114 may each include or be connected to at least one processing unit or other logic device (such as a programmable logic array engine or a module configured to communicate with a data repository 120 or a database). The controller 102, engine 104, route planner 106, load predictor 108, cracker 110, exhaust system 112, energy storage device 114, or data repository 120 may be separate components, a single component, or part of the vehicle 100. The vehicle 100 and its various components may include hardware elements, such as one or more processors, logic devices, or circuits. For example, the vehicle may include Figure 6 One or more components or structures that depict the functionality of a computing device.

[0033] The data repository 120 may include one or more local or distributed databases, and may include a database management system. The data repository 120 may include a computer data storage device or memory, and may store one or more of the route data 122 or the cracker parameters 124. The route data 122 may include a path of travel, instructions for crossing the path of travel, or vehicle characteristics associated with the path of travel. The path of travel may include the slope of the path, the altitude, track switches, the current or predicted weather conditions of one or more parts of the path of travel, or other vehicles along the path that may indicate a modification to the previously determined path of travel (e.g., the path of travel may include instructions for crossing sidings, etc.). The path of travel may include various speed limits or indications thereof, such as indications of the condition of the path (e.g., a rough path). Instructions for crossing the path may include estimated speeds, speed limits, visibility, or other vehicles or obstacles that may be associated with vehicle operation (e.g., may cause acceleration or deceleration). Instructions for crossing the path may include restrictions on emissions (e.g., NOx, greenhouse gases, audible noise, etc.). For example, restrictions may apply to geofenced areas, such as various cities, air quality zones, etc. The attributes of the vehicle 100 associated with the route may include the load pulled thereby (e.g., tonnage or number of cars, or attributes of other vehicles in a group, such as power or location). For example, the vehicle may be one of a plurality of locomotives in a locomotive group employing a distributed power system. Future load requirements may be based on the distribution of power among the plurality of locomotives by the distributed power system.

[0034] The cracker parameters 124 may include the amount of available ammonia, various target temperatures or efficiencies, reaction completion or flow rate-energy balance on a sequential basis. The flow rate-energy balance may relate the input of energy to the output of a certain amount of hydrogen produced. For example, for a given reactor (e.g., geometry, catalyst, volume, design, etc.), each unit of hydrogen may require an input power, which may be expressed as a function of the following terms: the total energy provided to ammonia, or the amount of electrical energy provided to the cracker 110 according to the exhaust temperature, the amount of hydrogen produced for a given exhaust temperature, or energy input, etc. The operation of the cracker 110 may include a model according to environmental conditions such as temperature, pressure, vehicle, or wind speed. For example, the cracker parameters 124 may include one or more models of cracker operation, which may be operable to predict the generation of hydrogen based on the input of exhaust or electrical energy or the amount of energy used to generate a certain amount of hydrogen.

[0035] The vehicle may include at least one controller 102 or be connected to at least one controller 102. The controller 102 may include one or more processors and memory or be connected to one or more processors or memory. The processor may be implemented as a dedicated processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGA), a group of processing components or other suitable electronic processing components. The processor and memory may be implemented using one or more devices, such as devices in a client-server implementation. The memory may include one or more devices (e.g., random access memory (RAM), read-only memory (ROM), flash memory, hard disk storage device) for storing data and computer code for completing various operations described herein. The memory may be or may include volatile memory or non-volatile memory, and may include database components, object code components, script components, or any other type of information structure for supporting various activities and information structures disclosed herein. The memory may be communicatively connected to the processor and include computer code or instruction modules for executing one or more processes described herein. The memory may include various circuits, software engines, and / or modules that enable the processor to execute the systems and methods described herein.

[0036] The controller 102 may include or be coupled to a communication electronic device. The communication electronic device may perform wired and / or wireless communication. For example, the communication electronic device may include one or more wired (e.g., Ethernet, PCIe, AXI, or CAN) or wireless transceivers (e.g., Wi-Fi transceivers, Bluetooth transceivers, NFC transceivers, or cellular transceivers). The controller 102 may cause one or more operations disclosed, such as by using another element of the vehicle 100. For example, operations disclosed by other elements of the vehicle may be initiated, scheduled, or otherwise controlled by the controller 102.

[0037] The controller 102 is configured to at least partially control the operation of the engine 104 and associated systems (such as the cracker 110, the exhaust system 112, or the energy storage device 114). Communication between and among components can be via any number of wired or wireless connections. In one embodiment, a controller area network (CAN) bus provides for the exchange of signals and / or information. The CAN bus includes any number of wired and wireless connections. The controller 102 can be, include, or be connected to one or more electronic control units (ECUs). Because the controller 102 is communicatively coupled to Figure 1 systems and components, so the controller 102 is constructed from Figure 1 One or more components shown in receive information.

[0038] The controller 102 can adjust the fuel delivery to the vehicle based on the load demand. For example, the controller 102 can change the substitution ratio of diesel fuel with a varying load. The substitution ratio can be, for example, the ratio of diesel fuel to the total fuel amount for diesel fuel and gaseous fuel containing hydrogen or ammonia. In various embodiments, the substitution ratio can include or be based on the proportion (fraction), amount, rate, etc. of one or more fuels. The substitution ratio can be defined as the ratio of the fuel energy flow based on the fuel mass flow, fuel volume flow or based on the lower heating value and flow rate of the fuel. According to some embodiments, at low loads, the controller 102 can replace a relatively large proportion of diesel with hydrogen or ammonia to reduce fuel costs or engine emissions, such as 30%, 50% or 90%. The controller 102 can replace a smaller portion of diesel at another load to increase the total power generation (e.g., 10%). The controller 102 can further cause an increase or decrease in the energy storage of a battery, hydrogen storage period or other energy storage device 114. For example, the controller 102 can operate, start, adopt or adjust the various systems and methods described herein.

[0039] The controller 102 may execute instructions of a non-transitory computer-readable medium including instructions stored thereon. The instructions may cause a (e.g., one or more) processor of the controller 102 to receive a predefined route. The instructions may cause the processor to predict a future load demand of the vehicle 100 based on the predefined route. The instructions may cause the processor to determine an adjusted flow rate of ammonia delivered to the cracker 110 of the vehicle 100 based on the future load demand. The instructions may cause the processor to cause the cracker 110 to receive ammonia at the adjusted flow rate.

[0040] The instructions may cause the processor to cause the cracker 110 to crack ammonia to form a cracked gas including hydrogen and nitrogen. The instructions may cause the processor to cause the cracker 110 to deliver the hydrogen to the engine. The instructions may cause the processor to cause the engine to combust the hydrogen with a hydrocarbon fuel. In some embodiments, the instructions may cause the processor to generate energy from a traction motor to charge a battery.

[0041] In some embodiments, the predefined route includes an indication of grade and speed. The instructions may cause the processor to predict future load demand of the vehicle based on the grade and speed. In some embodiments, the vehicle 100 is one of a plurality of locomotives in a locomotive set employing a distributed power system. The instructions may cause the processor to predict future load demand based on the distribution of power by the distributed power system among the plurality of locomotives.

[0042] In some embodiments, the instructions are configured to interface with an engine 104 configured to receive ammonia. The vehicle 100 may include a hydrogen storage container for hydrogen gas located intermediate the cracker 110 and the engine 104. The instructions may include instructions to adjust the flow rate of ammonia received by the engine 104 based on the amount of hydrogen in the hydrogen storage container.

[0043] The vehicle may include at least one engine 104. The engine 104 may include any internal combustion engine configured to receive hydrogen and a cracked gas mixture. The cracked gas mixture may include ammonia. The cracked gas mixture may include hydrocarbon fuels. For example, the hydrocarbon fuel may include gasoline, natural gas, or diesel. The engine may be a hybrid engine (e.g., a combination of an internal combustion engine and an electric motor) or any other suitable engine, such as a turbine, a Stirling engine, or a free piston engine. For example, the engine 104 may include a diesel-powered compression ignition engine or an ammonia-natural gas-diesel multi-fuel engine, which is configured to burn hydrogen received as H2 together with a cracked gas mixture fuel, the cracked gas mixture fuel including ammonia, natural gas, or diesel, each of which may be delivered by a separate fuel system. In some embodiments, the engine may be configured to receive ammonia. For example, the engine may receive ammonia in a combustion chamber, a cylinder, a manifold, an intake port, a compressor inlet, an aftercooler, a mixer, etc. The engine may produce exhaust gas, which may be delivered to an exhaust system 112 via a pressure gradient therebetween. The engine 104 may include an alternator coupled to the engine to generate electrical energy based on mechanical rotation received therefrom, or a linear generator coupled to a free piston engine to generate electrical energy therefrom. For example, the alternator may be a main alternator or a backup alternator for the locomotive. The locomotive may include a traction motor configured to generate electricity from its mechanical rotation (e.g., dynamic brakes), which may further generate electrical energy.

[0044] The vehicle may include or be connected to at least one route planner 106. The route planner 106 may receive, generate, store, or transmit a route (e.g., a predefined route) for the vehicle. For example, the route may include a path of travel, an indicated speed, and other route information, such as environmental conditions (e.g., temperature, pressure, relative humidity, wind speed and direction, or precipitation), which may be related to the power or efficiency of the engine 104, such as by changing the air density delivered to the combustion chamber of the engine 104 or its exhaust temperature, or it may be related to the operation of the vehicle, such as a reduction in vehicle speed due to precipitation. For example, exhaust temperature or other engine operating characteristics may vary along the route according to slope, turning angle, road roughness, air availability (e.g., tunnel operation), etc.

[0045] The route planner 106 may receive or determine the position of the vehicle 100 relative to a (predefined) route. For example, the route planner 106 may determine the position based on elapsed time, operator input to a user interface, a message from another portion of the vehicle control system, or a wired or wireless signal (e.g., rail signaling, a cellular signal, or a global positioning system (GPS)). The route planner 106 may determine the speed of the vehicle 100 from the same or varying source relative to the position. The route planner 106 may deliver the route to the load predictor 108, including future positions or attributes (e.g., slopes) based on route data 122 (such as vehicle tonnage or route distance). The route planner 106 may determine the time to arrive at another point along the route, such as based on one or more current or predicted speeds.

[0046] The vehicle 100 may include or be connected to at least one load predictor 108. The load predictor 108 may predict future load demands of the vehicle 100 based on a predefined route (e.g., various route data 122). For example, the load predictor 108 may predict an increase in demand for power based on an increase in route grade, an increase in route speed, or a predicted action of another locomotive in the group (e.g., based on the distribution of power between multiple locomotives by a distributed power system). Conversely, the load predictor 108 may predict a decrease in demand for power based on a decrease in route grade, a decrease in route speed, or a predicted action of another locomotive in the group. The load predictor 108 may predict a cessation of load demand (e.g., associated with reaching a destination) or an introduction of load demand (e.g., associated with engine starting). The load predictor 108 may determine demand based on route data 122 (such as tonnage pulled by the locomotive, friction losses, or incline).

[0047] The load predictor 108 can predict the future hydrogen demand, ammonia demand, or diesel demand of the engine based on the future load demand. The load demand can include a predetermined substitution rate of hydrogen or ammonia based on demand or based on various vehicle attributes (e.g., exhaust temperature, battery state, geo-fenced area, etc.). For example, the load predictor 108 can determine the demand for hydrogen before the engine is started (e.g., the increased demand to reduce startup emissions, or the reduced demand in response to prohibiting the cracking of ammonia in the geo-fenced area). The supply of hydrogen, ammonia, etc. can be matched with the demand for them. The (predicted) future supply of hydrogen, ammonia, electrical energy, the amount or temperature of exhaust or engine coolant, etc. can exceed or fall below the (predicted) future demand, whereby the controller 102 can adjust the operation of the vehicle 100, for example, by adjusting energy flow (such as charging or discharging a battery), adjusting the substitution rate of diesel fuel, etc. The system can apply a loss function to its prediction model based on the difference between the measured value and the detected value, which can improve subsequent predictions along the same or different paths. The adjusted energy flow can reduce the number of operating cycles of the cracker 110 between an operating state and a non-operating state, which can increase cracker efficiency, reduce wear or maintenance of the cracker 110, etc.

[0048] The vehicle 100 may include at least one cracker 110. The cracker 110 may receive ammonia from an ammonia storage container and receive energy from an energy storage device. The cracker 110 may include a heat exchanger to heat ammonia, such as to evaporate liquid ammonia or increase the temperature of ammonia gas. For example, the heat exchanger may exchange heat with ambient air, engine coolant (e.g., liquid coolant) or exhaust gas temperature (such as exhaust gas exceeding 200°C, such as about 400°C, about 500°C, etc.) at a temperature greater than at least -30°C.

[0049] The cracker 110 may include a reaction chamber to refine ammonia into components of hydrogen and nitrogen. The output of the cracker (which may be referred to as cracked gas) may include hydrogen and nitrogen and partially cracked ammonia (e.g., as steam). The amount and proportion of these outputs may vary based on the cracker temperature. The reaction chamber may include a catalyst to increase the rate of the reaction, such as ruthenium, cobalt, iron, nickel, alloys thereof, etc. The reaction chamber may be thermally coupled to one or more resistive elements to heat the reaction chamber. For example, the resistive element may be combined with a heat exchanger to raise the temperature of the cracker 110 to an operating temperature. Because cracking ammonia is endothermic, the cracker 110 may receive much greater energy than the energy required to initially raise the temperature of ammonia to the reaction temperature. This energy may be provided by any combination of exhaust and resistive elements. For example, in some embodiments, a heat exchanger may preheat ammonia to or near the reaction temperature, and the resistive element may maintain the temperature of the reaction chamber. The same or additional heat exchanger may transfer heat from the generated hydrogen or nitrogen to the input ammonia.

[0050] The cracker 110 can receive energy from an energy source including exhaust or other sources. For example, the cracker 110 can receive energy from an energy storage device 114, such as electrical energy to supply to a resistor element to maintain the reactor temperature. For example, the controller 102 can receive a measured temperature from a temperature sensor or an inferred temperature from a model (for example, based on the flow rate of ammonia), and increase or decrease the current to maintain the temperature at a target temperature or within a target range. The cracker 110 can crack ammonia to form a cracked gas including hydrogen and nitrogen. In some embodiments, the cracker 110 may include a membrane or other separator to separate nitrogen from hydrogen. In some embodiments, the system may be configured to separate ammonia from hydrogen-ammonia. The cracker 110 can deliver hydrogen to the combustion chamber of the engine 104 via one or more elements such as a pump, an injector, a reservoir, a pipeline, etc. For example, the hydrogen delivered may be substantially free of nitrogen or may include nitrogen as an inert gas. Similarly, the hydrogen may be substantially free of ammonia or may include some ammonia, depending on, for example, the cracker temperature.

[0051] Although some exhaust gas may be waste heat, the exhaust temperature may be adopted by various (e.g., urea) aftertreatment systems or other emission control systems, turbines, blowers, etc. Exhaust heat may be received from the exhaust system 112 before or after aftertreatment. Therefore, the exhaust gas may include various heaters so that the exhaust temperature is not waste heat from the engine. For example, the resistive heating element of the exhaust system 112 may preheat the oxidation catalyst. In addition, the exhaust or engine coolant temperature or volume may not be sufficient to maintain the operating temperature of the cracker 110, so that electricity is provided to maintain its temperature. This electricity may increase the resistance to the rotation of the alternator, causing the engine to use additional fuel. In addition, the heat exchanger may apply back pressure on the engine 104, thereby further reducing fuel economy. Therefore, the operation of the cracker 110 at low load or zero load may result in an increase in fuel use. The controller 102 may convert the cracker 110 between an operating state and a non-operating state to improve the overall fuel efficiency or emission curve of the vehicle.

[0052] Switching the cracker 110 between operating and non-operating states can stress the unit (e.g., from thermal cycling), which can increase maintenance intervals or reduce efficiency (e.g., via energy usage in heating or cooling the reaction chamber). Accordingly, the controller 102 can adjust the flow rate of ammonia to extend the operating or non-operating state of the vehicle. For example, based on demand predicted by the load predictor 108, the controller 102 can cause the cracker 110 to operate at a flow rate of 1 unit during time 2T instead of operating at a flow rate of 2 units during time 1T (e.g., to continue cracker 110 operation during brief stops, such as decelerating through a side line). The controller 102 can assign a weight to the start or stop of the cracker 110, which can be compared to a weight associated with fuel usage (e.g., per gallon or dollar of fuel) or emissions (e.g., per ton of CO2, NOx, particulate matter, or a dollar amount associated therewith) to determine the operation of the vehicle based on emissions, fuel usage, and cracker operating cycles.

[0053] The vehicle 100 may include at least one exhaust system 112. The exhaust system 112 may include one or more exhaust flow paths to convey the exhaust gas through a turbocharger, an emission control system, a heat exchanger, etc. before discharging the exhaust gas to the surrounding environment. The exhaust flow path may include an aftertreatment system, which may include a heater. The heater may be any kind of external heat source that may be configured to increase the temperature of the exhaust gas passing through, which in turn increases the temperature of the components in the aftertreatment system. For example, the heater may include an electric heater that draws power from a battery (or another power source, such as an alternator, a supercapacitor, etc.) of the engine 104, which may increase the conversion efficiency of the aftertreatment system. The heater may be controlled by the controller 102 (e.g., turned on, turned off, turned to different degrees of power to change the heater output power, etc.). The heater may be positioned near the desired component to heat the component (e.g., DPF) by conduction (and possible convection and / or radiation). Multiple heaters may be used with the exhaust aftertreatment system, and the structure of each heater may be the same or different (e.g., conduction, radiation, etc.).

[0054] As described above, the exhaust system 112 may include one or more heat exchangers to heat the ammonia before it enters the reaction chamber of the cracker 110. The exhaust flow path may be passed through such heat exchangers continuously or selectively (depending on the position of various vents, baffles, plenums, etc., in response to instructions from the controller 102), for example.

[0055] The vehicle may include at least one energy storage device 114. The energy storage device 114 may include a storage container (e.g., a fuel tank) for storing hydrocarbons (e.g., diesel). Various storage tanks may also be referred to as fuel tanks. The storage tank may include a fuel sensor, such as a float, a capacitive sensor, or other sensor to determine the amount of diesel fuel in the storage tank. In some embodiments, the sensor may sense or infer the amount of diesel consumed by the engine 104 and determine the remaining amount based thereon. At least one energy storage device 114 may include a storage tank for storing ammonia. The sensor may determine the amount of ammonia fuel in the storage tank. The energy storage device 114 may include a hydrogen reservoir. Pressure, temperature, or other sensors may determine the amount of hydrogen in the reservoir. The energy storage device 114 may include a battery, a supercapacitor, or the like to store electrical energy. Sensors (e.g., voltage sensors, current sensors, etc.) may determine the battery charge state. Various sensors associated with the energy storage device 114 may be communicatively coupled to the controller 102 and configured to convey an indication of the energy stored therein (e.g., based on the amount of fuel). The operation of the vehicle may include various energy transfers between the energy storage devices 114, which will be referred to Figure 2 For example, the energy storage device can be configured to provide energy to the cracker.

[0056] Reference now Figure 2 According to some embodiments, a vehicle 100 (such as Figure 1 FIG. 2 is an energy flow diagram 200 of a vehicle 100 . Each of a diesel fuel tank 202 and an ammonia storage container 204 (fuel tank) can supply fuel to the engine along one or more fuel lines (e.g., via fuel injection into a manifold port or combustion chamber, via one or more pumps, injectors, carburetors, mixers, etc.). According to various embodiments, specific fuels can be omitted, substituted, or modified. For example, as described above, diesel fuel can replace ammonia or various hydrocarbon fuels such as HVO, biodiesel, dimethyl ether (DME), etc. According to some embodiments, the vehicle can omit ammonia injection, or can supply hydrogen in priority to ammonia. For example, the vehicle can monitor combustion or power output using one or more sensors (e.g., cylinder pressure sensors, flame speed sensors, optical sensors, ionization sensors, magnetostrictive sensors, vibration sensors, or RPM sensors) and adjust the ratio of fuels in response to combustion. Ammonia storage vessel 204 may further supply ammonia to cracker 110 , which may use the received other energy to crack or partially crack the ammonia to form a cracked gas including hydrogen or a combination of hydrogen and ammonia (eg, ammonia vapor).

[0057] As described above, the engine 208 can be configured to receive hydrocarbon fuels and hydrogen into its combustion chamber. For example, the hydrocarbon fuel can be delivered to the manifold port, into the manifold, before the turbocharger, etc. via direct injection, port injection. The engine 208 can be configured to receive ammonia into the combustion chamber. For example, the engine 208 can burn any of ammonia, diesel, or hydrogen (alone or in any combination thereof) to generate mechanical force. For example, the engine can generate a linear force through the lateral movement of multiple pistons, converting the lateral force into a rotational force of the crankshaft (e.g., via a piston rod coupled therebetween). The crankshaft can be coupled to one or more AC generators 210 via various gears, drive shafts, chains, belts, etc. to generate electricity. The engine 208 can exhaust the post-combustion gases via the exhaust system 112, as described with respect to Figure 1 As described, the exhaust system 112 may provide energy to the cracker 110 along with various processing systems, turbines, blowers, etc. For example, the exhaust gas may increase the temperature of the ammonia in the cracker 110 relative to the ambient temperature (eg, via a heat exchanger).

[0058] The alternator 210 may be coupled to a bus bar, cable, or the like to transmit energy using various locomotive circuits to provide power to instruments, sensors, controller 102, and the like. In particular, the energy generated by the alternator 210 may be delivered to the traction motor 212 to generate traction to move the vehicle 100 along the route. The vehicle 100 may employ the traction motor 212 as a brake (e.g., regenerative braking) or generate electrical energy therefrom (e.g., dynamic braking). Such energy may be delivered to one or more batteries 216 (such as the battery 216 or a different battery 216 connected to the alternator 210 or the cab electronics), or may be delivered to a resistor grid (not shown) and dissipated therefrom (e.g., where the battery 216 is fully charged for an extended descent). Likewise, the same or a different battery 216 may supply energy to the traction motor 212 to propel the vehicle.

[0059] The electrical energy generated from any one of the alternator 210, the traction motor 212 or the battery 216 can be delivered to the cracker 110. For example, the cracker 110 may include a reaction chamber for cracking ammonia, which is thermally coupled to a resistive element, thereby supplying electrical energy to the resistive element. The reaction chamber may include various catalysts (e.g., ruthenium, cobalt, iron, nickel, alloys thereof, etc.), which can crack ammonia at various corresponding temperatures. The reaction chamber, the resistive element, the shield, or other materials thermally coupled thereto may have a thermal mass to maintain the temperature. The controller 102 may deliver energy from the battery 216 to the resistive element of the reactor thermally coupled to the cracker. Cracking itself is endothermic, so that the temperature of the reaction chamber can drop during the reaction according to the flow rate of ammonia through the reactor and the heat radiated or conducted out of the reactor. Therefore, the amount of hydrogen produced by the cracker 110 may be limited by available electrical energy, (e.g., heat energy of a heat exchanger), the flow rate of ammonia, etc. Additionally, the controller 102 may minimize off-cycling of the cracker 110 (eg, to reduce wear or improve efficiency, as described above) such that the controller 102 may maintain the cracker 110 in either an operating or non-operating state to minimize transitions therebetween.

[0060] The vehicle may include a hydrogen reservoir 206 (which may also be referred to as a hydrogen storage container) for hydrogen gas. The hydrogen storage container may be located between the cracker 110 and the engine 208. The hydrogen reservoir 206 may include a high-pressure hydrogen fuel line between the cracker 110 and the engine 208, wherein the amount of hydrogen may vary depending on the pressure and temperature stored therein. A compressor may pressurize the hydrogen in the hydrogen reservoir 206, and a valve may control the flow of hydrogen from the hydrogen reservoir 206. A separate hydrogen line, an overpressure valve, or the like may bypass the pump to maintain the pressure of the hydrogen reservoir 206 in the event of a power loss or for any other reason that would be advantageous. The hydrogen reservoir 206 may include a storage container coupled to the high-pressure hydrogen fuel line via a pressure regulator so that the pressure of the hydrogen may vary between the fuel line and the reservoir 206. The hydrogen reservoir 206 may include a capacity to receive substantially lower mass or energy relative to the ammonia storage container 204. For example, the ammonia storage container 204 may include at least one order of magnitude greater than the hydrogen reservoir. Therefore, vehicle 100 can include a relatively large amount of ammonia, which can be transported with a high volume energy density. Vehicle can include a relatively small amount of hydrogen, which can be produced on demand, and can include reservoir 206 to buffer some demand / supply imbalances. However, reservoir 206 may be omitted or exhausted due to some demand / supply imbalances, which may cause cracker 110 to frequently cycle between operating and non-operating states, or otherwise affect the operation of vehicle, such as power reduction, greenhouse gas emissions or pollutant increase or fuel use increase. Therefore, controller 102 can cause various adjustments to the energy flow provided herein.

[0061] The controller 102 can adjust various energy flows in response to current or future needs. For example, the controller 102 can receive a prediction of the future power demand of the engine or the future hydrogen demand of the engine from the load predictor 108. The hydrogen demand can be positively or negatively correlated with the power demand. For example, an increase in power can be associated with a lower substitution rate, and therefore less hydrogen is used, or additional power is generated using increased hydrogen. In response to future hydrogen demand, the load predictor 108 can predict the future engine power generated, which can lead to an increase in electrical energy and increased exhaust. The load predictor 108 can determine that the traction motor or other vehicle circuits (e.g., cab electronics) can consume electrical energy. The controller 102 can receive a current indication of the state of charge of the battery 216. The controller 102 can cause the engine 208 to generate more power before the load demand to generate electrical energy, which is stored by the battery 216 and thereafter provided to the cracker 110 (e.g., to crack ammonia that has been heated by the exhaust gas) during high load conditions. For example, controller 102 may determine an amount of future energy required based on predicted future exhaust or engine coolant temperatures (e.g., the amount of energy may be reduced based on a higher temperature of ammonia received at the reactor of cracker 110, or increased based on an increased amount of ammonia provided to the reactor at a pre-reaction temperature, depending on various cracker designs).

[0062] The controller 102 may determine an amount (e.g., time period or quantity) of hydrogen demand. The controller 102 may determine a rate of cracked ammonia delivered to the engine to control the combustion properties of one or more fuels in its combustion chamber. The controller 102 may determine an ammonia flow rate based on the amount of hydrogen demand. Figure 3 Various possible flow rates are depicted in .

[0063] Reference now Figure 3 , according to some embodiments, a minimum temperature graph 300 for various flow rates of the cracker 110 is provided. The minimum temperature graph 300 provides a temperature axis 302 according to any scale. At least one target temperature, such as a first target temperature 306, or a target temperature range including an upper threshold 308 or a lower threshold 310 is depicted. The temperature value may vary according to the geometry, catalyst, or other properties of the cracker 110. For example, the target temperature may include a value greater than 400° C. and less than 800° C. By changing the electrical power supplied to the resistive element of the cracker 110 or the flow rate or temperature of the exhaust gas (e.g., by changing the operation of either the engine 208 or the exhaust system 112), the temperature of the cracker 110 may be maintained at the first target temperature 306 or within the limits of the upper threshold 308 or the lower threshold 310. For example, a bypass system or other valve may control the amount of exhaust gas passing through the heat exchanger.

[0064] For low flows of ammonia, the cracker 110 may increase costs or greenhouse gases, such as because the engine 208 burns more fuel to heat the cracker 110, rather than saving fuel by replacing it. For example, for some vehicles, the operation of the cracker at 1 liter per hour may consume more energy than is saved, so the cracker 110 may be shut down under no load or low load conditions. For high flows of ammonia, the cracker 110 may not receive enough thermal energy via the exhaust system 112 and the resistive element to support such a flow. Therefore, the operation of the cracker 110 may include a first band of steady-state flow rates, in which the cracker 110 continuously operates near the first target temperature 306, and the engine operation is changed to maintain the power supply to the cracker 110. For example, the controller 102 may adopt a first flow rate 312 at the depicted first target temperature 306 over time, as depicted by the time axis 304, expressed in arbitrary units (e.g., minutes, seconds, hours, etc.).

[0065] In some embodiments, the controller 102 may increase the starting temperature of the cracker 110 to increase the flow rate of ammonia to a value above the steady-state value (e.g., gradually cool down according to the thermal mass of the cracker 110), which may enable more hydrogen to be generated than during steady-state operation (e.g., to increase hydrogen delivery to the engine 208 or to increase the amount of hydrogen stored in the storage reservoir). For example, the controller 203 may select the depicted first flow rate 312 to reduce the temperature of the cracker 110 below the initial point. The controller 102 may select the depicted second higher flow rate 314 to maintain the flow rate at the first target temperature 306 or within the bounds of the upper threshold 308 and the lower threshold 310. The controller 102 may select a third larger stationary flow rate to maintain the temperature within the depicted target range, or above the depicted first target temperature 306 for a time less than about 8 time units, as depicted. For example, the controller 102 may receive an indication that the traction motor 212 will require available power within approximately 8 time units, and generate the maximum amount of hydrogen by selecting the third flow rate 316. In another example, the controller 102 may receive an indication that the demand for hydrogen will decrease, and therefore the cracker 110 may be shut down, but the hydrogen reservoir 206 may be filled within 8 time units, which may extend the shutdown period of the cracker 110 before a subsequent startup. Similarly, the controller 102 may select the fourth flow rate 318 to maintain the temperature above the first target temperature for approximately 1 time unit or to maintain the temperature above the lower threshold 310 for approximately 300 time units. Thus, based on the predicted length or amount of future hydrogen demand, the controller 102 may select the current ammonia flow rate.

[0066] Reference now Figure 4, according to some embodiments, a route map 402 for a route is provided. According to the route map 400, the vehicle 100 is set along the route 402. The depicted route 402 depicts slopes at various points along the route 402. Various routes 402 may include further information, such as road conditions, vehicle speeds, etc.; such information is omitted only for the clarity and simplicity of the route map 400. For example, the depicted route 402 may involve predicted engine gears or energy flows, rather than involving literal depictions of slopes. The controller 102 may perform operations similar to those described herein for predicted vehicle speeds, road conditions, etc. In addition, the route 402 may include gradual ascents, descents, curves, etc., rather than discrete sections of the depicted inclined track. The controller 102 may perform similar options for such routes 402 based on load predictions associated with such routes 402.

[0067] The first portion 404 of the route 402 extends for a distance before reducing the slope at the first transition point 406. The route planner 106 can receive an indication of the first transition point 406 to the second portion 408, and based on this, the load forecaster 108 can predict the total power demand and the portion of this power based on diesel, ammonia or hydrogen generation. For example, the demand for ammonia can drop below a threshold so that the cracker 110 can be shut down for an extended period of time. Before reaching the first transition point 406, the controller 102 can increase the flow rate of ammonia to the cracker 110 so that the cracker 110 generates hydrogen to fill the capacity of the hydrogen reservoir 206, so that when the cracker 110 is shut down, the maximum capacity of hydrogen can continue to be used, and according to certain routes 402, this can reduce the number of transitions between the operating state and the non-operating state of the cracker.

[0068] The vehicle 100 may proceed to the second portion 408 through the first transition point 406. Prior to reaching the second transition point 410 to the third portion 412 of the route 402, the vehicle 100 may determine that the engine 208 will provide more exhaust gas or higher temperature exhaust gas to the exhaust system 112 while traversing the third portion, and the cracker 110 may be used during the uphill climb. Prior to reaching the second transition point 410, the controller 102 may cause an increase in electricity production, which may be stored in the battery 216 for cracking ammonia during the route 402, or to heat the reactor to an operating temperature prior to reaching the second transition point 410.

[0069] The vehicle 100 can proceed to the third portion 412 through the second transition point 410, operate the cracker 110 to generate hydrogen and inject hydrogen into the combustion chamber of the engine. The discontinuous section 414 (e.g., a turnaround or a side line) can include a short reduction in demand. Before reaching the discontinuous section 414, the controller 102 can make the cracker 110 adjust the flow rate of ammonia, or make the engine adjust the injection rate of hydrogen. Then, the vehicle 100 can maintain the operation of the cracker 110 when crossing the discontinuous section 414. For example, in response to the exhaustion of the hydrogen reservoir 206, the vehicle can maintain the vehicle at the same power level (e.g., gear), which can cause the exhaust to be continuously provided to the cracker 110, and the unused electrical energy at the traction motor is used to recharge the battery, such as when the battery is configured to receive energy from the traction motor (e.g., the controller 102 can be configured to charge the battery based on future load requirements), and operate the reactor of the cracker 110 during the discontinuous section to avoid its operation cycle.

[0070] Reference now Figure 5 , a flow chart of a method of operating a vehicle 500 is provided according to some embodiments. In short, at operation 502, the controller 102 receives a predefined route 402. The predefined route 402 may include a known or predicted route. At operation 504, the controller 102 predicts future loads based on the predefined route 402. At operation 506, the controller 102 adjusts the flow rate of ammonia delivered to the cracker 110 based on future load requirements. At operation 508, the cracker 110 receives ammonia from an ammonia storage container at an adjusted flow rate and receives energy from an energy source. At operation 510, the cracker 110 cracks ammonia to form a cracked gas including hydrogen and nitrogen. At operation 512, the cracker 110 may deliver hydrogen to a hydrogen storage tank. At operation 512, the cracker 110 delivers hydrogen to an engine. For example, the cracker 110 may deliver hydrogen to a combustion chamber of the engine 104. At operation 514, the engine burns hydrogen.

[0071] At operation 506, the controller 102 can adjust the flow rate via an operable coupler between the controller 102 and the ammonia storage container. For example, the controller 102 may include an operable connection of a valve (e.g., generating a control signal for a valve) to control the flow rate of ammonia or the flow rate of the exhaust gas. In some embodiments, the controller 102 may generate a control signal for a control circuit for providing electrical power to the coupler. The cracker 110 may receive ammonia via a fluid coupler. At operation 508, the cracker 110 may receive ammonia via a fluid coupler with an ammonia storage container. For example, the fluid coupler may include a delivery system for ammonia, which is operably coupled to the controller 102. The cracker 110 may be coupled to the engine 104 via a fluid coupler. The fluid coupler may include a delivery system for delivering hydrogen to the engine. The hydrogen may include other gases (e.g., may be part of a cracked gas mixture).

[0072] The operations provided are not intended to be limiting. Additional, fewer, or different operations may be employed according to various embodiments. For example, in some embodiments, the operation of receiving energy from an energy source at the cracker 110 includes receiving energy at the cracker 110 from at least one of exhaust heat or a battery 216 configured to receive energy from a traction motor 212. The operation may further include combusting a cracked gas mixture comprising a hydrocarbon fuel.

[0073] In some embodiments, method 500 includes charging battery 216 based on future load demand and thereafter delivering energy from battery 216 to a resistive element thermally coupled to a reactor of cracker 110 .

[0074] In some embodiments, the method 500 includes separating hydrogen from the cracked gas via the cracker 110 .

[0075] In some embodiments, the predefined route includes an indication of grade and speed. The method 500 may include determining a position of the vehicle 100 relative to the predefined route. The method 500 may include adjusting the power generated by the engine 104 in response to the position.

[0076] In some embodiments, the method 500 includes receiving, from a distributed power system, an indication of a power distribution among a plurality of locomotives of a locomotive consist.The method may include determining a future load demand based on the power distribution.

[0077] In some embodiments, the method 500 includes combusting ammonia by the engine 104. The method 500 may include storing hydrogen based on future load demand in a hydrogen storage vessel 206 located intermediate the cracker 110 and the engine 104. The method 500 may include adjusting the flow rate of ammonia based on the amount of hydrogen stored and the state of the energy source.

[0078] Referring again to operation 502, the controller 102 may receive a predefined route 402 for the vehicle 100. For example, the predefined route 402 may specify or otherwise include an indication of a slope and a speed (e.g., a speed limit) as well as turns, distances, and the like. That is, the predefined route may include indications of a slope and a speed. The controller 102 may receive the route 402 from another component of the vehicle 100, another processor (e.g., as a server or a dispatch office) in network communication with the controller 102, or the like. Throttle position, engine gear, horsepower, or other indications of vehicle operation may be included in or derived from the predefined route 402. The controller 102 may compare the route 402 with the current position of the vehicle 100 to determine the distance, time, or other markers between the vehicle and a point along the route 402.

[0079] Referring again to operation 504, the controller 102 may predict future loads based on the route 402. For example, the future loads may include power requirements based on information received by the route planner 106 (e.g., derived from the information). The load predictor 108 may predict total horsepower or a portion thereof derived from hydrocarbon fuel, ammonia injection, hydrogen injection, etc. The load predictor 108 may predict loads corresponding to a value function, which may include values ​​for fuel cost, greenhouse gas emissions, particulate matter output, NO x Weights for output, flame speed, cylinder pressure, etc.

[0080] The optimization routine can determine a set of outputs corresponding to the value of the value function. For example, the optimization routine can determine the global or local maximum or minimum of the value function. The optimization routine can determine the maximum or minimum based on regression, genetic algorithms or other optimization techniques. Therefore, the optimization routine can determine the optimization solution based on the value function corresponding to the best compromise between, for example, fuel cost, NOx emissions, greenhouse gas emissions, audible noise, etc.

[0081] The load predictor 108 can predict the demand for hydrogen based on the total power demand and the substitution rate. The substitution rate can vary based on atmospheric conditions (e.g., the density of air received into the engine), the required power, the geographical fence area, etc. The load predictor 108 can predict the load based on the current conditions of the vehicle. For example, the current horsepower required to pull a given tonnage at a first slope can predict the future horsepower to pull the tonnage along a second slope. In addition, the current conditions of the vehicle can include the amount of electrical energy or fuel (e.g., hydrogen, ammonia, diesel) stored by the locomotive. For example, the vehicle can stop the operation of the cracker in response to a lack of ammonia, or increase the substitution rate in response to a limited amount of diesel.

[0082] Referring again to operation 506, the controller 102 can adjust the flow rate of the cracker 110. For example, the controller 102 can increase or decrease the supply of ammonia to the cracker 110 based on the predicted demand (e.g., future load). In association with the adjusted flow rate or together with the adjusted flow rate, the controller 102 can adjust various energy flows of the vehicle. The controller 102 can increase or decrease the temperature of the exhaust gas (e.g., to pre-treat ammonia) of the engine 104 and the exhaust system 112. For a given power level, the controller 102 can determine the engine speed and torque values ​​corresponding to the power level. Optimizing torque and engine speed for a given power level can result in higher engine efficiency, higher exhaust function, or other values ​​that maximize the value function (such as a value function including a longitudinal component over time). In various embodiments, the value function can include output values ​​depending on various input parameters, which, as described above, can include outputs of fuel costs or NOx, greenhouse gases, audible noise, etc. The various input parameters may include various weights (e.g., positive or negative weights) selected according to implementation or use, or the value function may be a more complex function, such as a combination of polynomial, exponential, and trigonometric terms. Ultimately, the value function is of the form “value = f(x 1, x 2, …,x n )”. The controller 102 can charge or discharge the battery 216 (e.g., to adjust the engine load, or to generate electrical energy to provide to the cracker 110).

[0083] In some embodiments, the controller 102 may inhibit startup or shutdown of the cracker 110, for example, based on future demand for an amount below a threshold, where the benefit of starting or shutting down the cracker 110 may be less than the benefit of maintaining continuous operation. The benefits may include a reduction in fuel use or pollutants, or a reduction in wear on the cracker 110, fewer battery cycles, etc. For example, the controller 102 may compare weights or costs of a cost function to determine a desired outcome based on pollution, fuel use, and operating cycles of the cracker 110.

[0084] Referring again to operation 508, the cracker 110 receives ammonia and energy. For example, ammonia may be received via an ammonia storage container 204 at the inlet of the cracker 110, and energy may be received via exhaust or electricity (which will be converted into heat in a resistance element of the locomotive). Either the exhaust or the resistance element may include other components of the vehicle 100 or overlap with other components of the vehicle 100. For example, the resistance element may be coupled to a dynamic braking system so that the use of dynamic braking can help generate hydrogen, or the exhaust may include various heaters as part of an aftertreatment system (e.g., a selective catalytic reduction (SCR) aftertreatment, a catalytic converter, etc.). The energy may be derived from the output of the traction motor 212, the battery 216, the engine 104, etc. For example, the operation of the traction motor 212, the battery 216, or the engine 104 may be modulated to generate electrical energy (e.g., mechanical energy may be converted into electrical energy, or the state of charge may be reduced). The battery may be configured to receive energy from the traction motor. The cracker 110 may receive ammonia and energy in response to instructions from the controller 102, such that the cracker 110 "pulls" energy or ammonia, or another component "pushes" energy or ammonia to the cracker 110. According to various embodiments, the cracker 110 may receive energy based on any combination of electrical energy for a resistive element or hot exhaust. For example, some embodiments or operating modes may receive only exhaust gas, while other embodiments or operating modes may only use electrical energy to crack ammonia. For example, in an engine-off state of a hybrid engine, the cracker 110 may use pure electrical energy so that hydrogen is available when the combustion engine is started.

[0085] Referring again to operation 510, the cracker 110 cracks ammonia to generate cracked gas including hydrogen and nitrogen. For example, the cracker 110 may pass the evaporated ammonia through a heated catalyst to generate gas. In some embodiments, a membrane or other separator may separate nitrogen from hydrogen so that the gas delivered to the combustion chamber contains a molar ratio of hydrogen to nitrogen greater than 3:1. The cracking of ammonia may be incomplete, so that at least a portion of the ammonia carrying hydrogen may be discharged with it, or the cracker 110 may include a separator to discharge unconverted ammonia into the atmosphere or return ammonia vapor to an ammonia storage device, or deliver ammonia to an engine for combustion. For example, the cracker may provide an engine with a greater ammonia-hydrogen ratio than other systems (e.g., a fuel cell system) can operate with. The cracker 110 may include one or more sensors indicating the temperature of the inlet ammonia, outlet gas, or its reaction chamber. The controller 102 may adjust the energy supplied to the cracker 110 based on the temperature indication received from the cracker 110, which may maintain the operation of the cracker 110 within a desired temperature range or at a desired temperature.

[0086] At operation 512, the cracker 110 delivers hydrogen to the hydrogen reservoir 206. For example, the cracker 110 may deliver hydrogen to a hydrogen pipeline or hydrogen storage tank 206. The hydrogen pipeline or hydrogen storage tank 206 may obtain intermediate products from the cracker 110 through a compressor, a valve, etc. For example, the controller 102 may actuate a valve or a compressor to maintain a target pressure range for the hydrogen reservoir 206.

[0087] Referring again to operation 512, the cracker 110 delivers hydrogen to the combustion chamber of the engine. For example, the output of the cracker 110 can be coupled to the input of the combustion cylinder (e.g., via the hydrogen reservoir 206 and any valves, compressors, etc.), so that the controller 102 can control the injection of hydrogen into the cylinder by varying the energy or ammonia delivered to the cracker 110 in real time or near real time (e.g., based on energy stored in the battery 216 or various mechanical systems such as the traction motor 212). In some embodiments, the delivery of hydrogen from the cracker 110 to the combustion cylinder can span one or more pumps, valves, injectors, or other devices operably coupled to the controller 102, so that the controller 102 can adjust the amount of hydrogen generated by the cracker 110 separately from (e.g., selectively time-shifted relative to) the combustion of hydrogen at operation 514 discussed later. In other words, the controller 102 can adjust the flow rate of hydrogen delivered to the engine based on future load demand. In some embodiments, the controller 102 is configured to adjust the flow rate of ammonia received in the engine (e.g., combustion chamber) based on the amount of hydrogen in the hydrogen reservoir, the state of charge of the battery, or the amount of ammonia in the ammonia storage container. The controller 102 can adjust the flow of hydrogen, ammonia, or hydrocarbon fuel to the engine 104 to control the flame speed or combustion rate of the fuel combustion.

[0088] The controller 102 can adjust the flow rate of hydrogen delivered to the engine based on future demand. For example, in response to reduced future demand, the engine can reduce the flow rate to a minimum value to extend the operation of the cracker 110, or increase the flow rate associated with a higher replacement rate of hydrogen at different loads and speeds. In response to increased future demand, the controller 102 can increase the hydrogen delivered to the engine to deplete the reservoir before the demand increases, or reduce the hydrogen delivered to the engine to reserve hydrogen for future demand.

[0089] Referring again to operation 514, the engine burns hydrogen. The combustion of hydrogen (along with any hydrocarbons or ammonia) can generate a linear force of the piston, which is converted into rotational energy of the crankshaft coupled to the alternator 210. Therefore, the combustion of hydrogen can generate additional exhaust gas or electrical energy to provide to the cracker 110. In addition, the combustion of hydrogen can be associated with less carbon dioxide or pollutants relative to hydrocarbon fuels (e.g., NOx, particulate matter, etc.). The exhaust temperature for hydrogen can be different from that of hydrocarbon fuels, so that the controller 102 can predict future exhaust temperature or exhaust flow rate based on the amount of hydrogen burned and engine speed, torque demand, etc.

[0090] Figure 6 6 is a block diagram illustrating the architecture of a computer system 600 that can be used to implement elements of the systems and methods described and illustrated herein. The computer system or computing device 600 may include or be used to implement the controller 102 or components thereof and components of a vehicle. The computing system 600 includes at least one bus 605 or other communication component for transmitting information, and at least one processor 610 or processing circuit coupled to the bus 605 for processing information. The computing system 600 may also include one or more processors 610 or processing circuits coupled to the bus for processing information. The computing system 600 also includes at least one main memory 615 (such as a random access memory (RAM) or other dynamic storage device) coupled to the bus 605 for storing information and instructions to be executed by the processor 610. The main memory 615 can be used to store information during the execution of instructions by the processor 610. The computing system 600 may also include at least one read-only memory (ROM) 620 or other static storage device coupled to the bus 605 for storing static information and instructions for the processor 610. A storage device 625 , such as a solid-state device, magnetic disk, or optical disk, may be coupled to bus 605 for persistently storing information and instructions (eg, for data repository 120 ).

[0091] The computing system 600 may be coupled to a display 635, such as a liquid crystal display or an active matrix display, via the bus 605. An input device 630, such as a keyboard or mouse, may be coupled to the bus 605 for communicating information and commands to the processor 610. The input device 630 may include a touch screen display 635.

[0092] The processes, systems, and methods described herein can be implemented by the computing system 600 in response to the processor 610 executing an arrangement of instructions contained in the main memory 615. Such instructions can be read into the main memory 615 from another computer-readable medium (such as, storage device 625). The execution of the arrangement of instructions contained in the main memory 615 causes the computing system 600 to perform the illustrative processes described herein. One or more processors in a multi-processing arrangement can also be used to execute the instructions contained in the main memory 615. Hard-wired circuits can be used in place of software instructions or in combination with software instructions with the systems and methods described herein. The systems and methods described herein are not limited to any specific combination of hardware circuitry and software.

[0093] Although in Figure 6 An example computing system is described in the specification, but the subject matter including the operations described in this specification may be implemented in other types of digital electronic circuitry, or in computer software, firmware, or hardware (including the structures disclosed in this specification and their structural equivalents), or in a combination of one or more of them.

[0094] As used herein, the terms "approximately," "about," "substantially," and similar terms are intended to have a broad meaning consistent with commonly accepted usage by persons of ordinary skill in the art to which the subject matter of the present disclosure belongs. Those skilled in the art who review the present disclosure should understand that these terms are intended to allow for the description of certain features described and claimed without limiting the scope of such features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations to the subject matter described and claimed are considered to be within the scope of the disclosure as described in the appended claims.

[0095] It should be noted that the term "exemplary" and variations thereof as used herein to describe various embodiments are intended to indicate that these embodiments are possible examples, representations, or illustrations of possible embodiments (and these terms are not intended to imply that these embodiments are necessarily the most specific or superlative examples).

[0096] As used herein, the term "coupled" and variations thereof refer to two components being directly or indirectly connected to each other. Such connection may be static (e.g., permanent or fixed) or movable (e.g., removable or releasable). Such connection may be achieved by coupling the two components directly to each other, by coupling the two components to each other using one or more separate intervening components, or by coupling the two components to each other using an intervening component that is integrally formed as a single unitary body with one of the two components. If "coupled" or a variation thereof is modified by an additional term (e.g., directly coupled), the general definition of "coupled" provided above is modified by the plain language meaning of the additional term (e.g., "directly coupled" means the connection of the two components without any separate intermediate components), resulting in a narrower definition than the general definition of "coupled" provided above. Such coupling may be mechanical, electrical, or fluidic. For example, circuit A being communicatively "coupled" to circuit B may mean that circuit A communicates directly with circuit B (i.e., without an intermediary) or indirectly with circuit B (e.g., through one or more intermediaries).

[0097] References to element positions herein (e.g., "top," "bottom," "above," "below") are only used to describe the orientation of various elements in the drawings. It should be noted that according to other exemplary embodiments, the orientation of various elements may be different, and such variations are intended to be encompassed by the present disclosure.

[0098] Although the drawings and description may show a particular order of method steps, the order of these steps may be different from that depicted and described, unless otherwise specified above. In addition, two or more steps may be performed simultaneously or partially simultaneously, unless otherwise specified above. For example, such variations may depend on the selected software and hardware systems and the designer's choice. All of these variations are within the scope of the present disclosure. Similarly, software implementations of the described methods can be accomplished with standard programming techniques with rule-based logic and other logic to accomplish various connection steps, processing steps, comparison steps, and decision steps.

[0099] It is important to note that the structure and arrangement of the vehicle 100 as shown in the various exemplary embodiments is illustrative only. In addition, any element disclosed in one embodiment may be combined or used with any other embodiment disclosed herein. Although only one example of an element from one embodiment that may be combined or utilized in another embodiment is described above, it should be understood that other elements of the various embodiments may be combined or used with any other embodiment disclosed herein.

Claims

1. A multi-fuel vehicle comprising: an engine configured to receive the cracked gas mixture; A cracker, the cracker being configured to: receiving ammonia from an ammonia storage vessel and receiving energy from an energy source; cracking the ammonia to form a cracked gas comprising hydrogen and nitrogen; and delivering the hydrogen to the engine; the energy source, the energy source being configured to provide the energy to the cracker; and A controller, the controller being configured to: receiving a predefined route for the vehicle; predicting future load demand for the vehicle based on the predefined route; and The flow rate of ammonia delivered to the cracker is adjusted based on the future load demand.

2. A vehicle according to claim 1, wherein: The energy sources include batteries and exhaust heat; and The cracked gas mixture comprises a hydrocarbon fuel.

3. The vehicle according to claim 2, wherein: The controller is configured to charge the battery based on the future load demand.

4. The vehicle according to claim 2, wherein: The battery is configured to receive the energy from the traction motor.

5. The vehicle according to claim 1, wherein: The predefined route includes an indication of grade and speed.

6. The vehicle of claim 1, wherein: The vehicle is a locomotive of a plurality of locomotives in a locomotive consist and includes a distributed power system; and The future load demand is based on a distribution of power by the distributed power system among the plurality of locomotives.

7. The vehicle of claim 1, wherein: The engine is configured to receive the ammonia; The vehicle includes a hydrogen storage container for the hydrogen gas located intermediate the cracker and the engine; and The controller is configured to adjust a flow rate of the ammonia received by the engine based on an amount of the hydrogen gas in the hydrogen storage vessel.

8. A method for operating an ammonia cracker in a vehicle, the method comprising: receiving, by a controller of the vehicle, a predefined route; predicting, by the controller, future load demand of the vehicle based on the predefined route; adjusting a flow rate of ammonia delivered to the cracker of the vehicle by the vehicle based on the future load demand; receiving ammonia at the cracker from an ammonia storage vessel at an adjusted flow rate and receiving energy from an energy source; cracking the ammonia by the cracker to form a cracked gas comprising hydrogen and nitrogen; delivering the hydrogen to an engine via the cracker; and The cracked gas mixture comprising the hydrogen is combusted by the engine.

9. The method according to claim 8, wherein: Receiving the energy at the cracker from an energy source includes: receiving the energy at the cracker from at least one of exhaust heat or a battery configured to receive energy from a traction motor; and Combusting the cracked gas mixture includes combusting a hydrocarbon fuel.

10. The method according to claim 9, wherein: The method further comprises: charging the battery based on the future load demand; and thereafter The energy is transferred from the cell to a resistive element thermally coupled to a reactor of the cracker.

11. The method according to claim 8, comprising: The hydrogen is separated from the cracked gas by the cracker.

12. The method according to claim 8, wherein: The predefined route includes an indication of slope and speed and comprises: determining the position of the vehicle relative to the predefined route; and Power generated by the engine is adjusted in response to the position.

13. The method according to claim 8, comprising: receiving an indication of power distribution among a plurality of locomotives of the locomotive consist from a distributed power system; and The future load demand is determined based on the power allocation.

14. The method according to claim 8, comprising: combusting the ammonia by the engine; storing the hydrogen in a hydrogen storage vessel located between the cracker and the engine based on the future load demand; and The flow rate of ammonia is adjusted based on the amount of stored hydrogen and the state of the energy source.

15. A non-transitory computer readable medium comprising instructions stored thereon, which when executed by a processor for a vehicle causes the processor to: receiving a predefined route; predicting future load demand of the vehicle based on the predefined route; determining an adjusted flow rate of ammonia delivered to a cracker of the vehicle based on the future load demand; and The cracker is caused to receive the ammonia at the adjusted flow rate.

16. The medium of claim 15, comprising instructions for: charging a battery based on the future load demand; causing the cracker to crack the ammonia to form a cracked gas comprising hydrogen and nitrogen; causing the cracker to deliver the hydrogen to an engine; and The engine is caused to combust the hydrogen gas along with a hydrocarbon fuel.

17. The medium of claim 16, comprising instructions for: Energy for charging the battery is generated from the traction motor.

18. The medium according to claim 15, wherein The predefined route includes an indication of a grade and a speed, and wherein the instructions cause the processor to predict the future load demand of the vehicle based on the grade and the speed.

19. The medium of claim 15, wherein: The vehicle is one of a plurality of locomotives in a locomotive consist employing a distributed power system; and The instructions are configured to cause the processor to predict the future load demand based on a distribution of power by the distributed power system among the plurality of locomotives.

20. The medium of claim 15, wherein: The medium includes instructions for: for a vehicle including an engine and a hydrogen storage container for hydrogen located intermediate the cracker and the engine, A flow rate of the ammonia received by the engine is adjusted based on the amount of the hydrogen in the hydrogen storage vessel.

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