System comprising hydrogen internal combustion engine and aftertreatment system

Abstract

A system includes: a hydrogen internal combustion engine configured to generate exhaust gas; an after-treatment system in communication with the hydrogen internal combustion engine in a manner to receive exhaust gas, the after-treatment system including a catalyst component; a sensor coupled to the aftertreatment system; and a controller configured to: receive data corresponding to a characteristic of the post-processing system from the sensor; determining a performance value corresponding to the catalyst component based on the characteristic; comparing the performance value with a threshold value; manipulating the hydrogen internal combustion engine in a first engine operating mode when the performance value does not exceed the threshold; and operating the hydrogen internal combustion engine in a second engine operating mode when the performance value exceeds the threshold.

Description

[0001] Cross - Reference to Related Applications

[0002] This application claims the benefit and priority of U.S. Provisional Application No. 63 / 434,878, filed on Dec. 22, 2022, the entire content of which is hereby incorporated by reference herein. Technical Field

[0003] The present disclosure generally relates to a system including a hydrogen internal combustion engine and an after - treatment system.

[0004] Background

[0005] It may be desirable to treat the exhaust gas generated by the combustion of hydrogen fuel in a hydrogen internal combustion engine. Different from an internal combustion engine that burns carbon - containing fuels (such as diesel fuel or gasoline), the exhaust gas generated by a hydrogen internal combustion engine may not include hydrocarbons or carbon oxides (e.g., carbon monoxide or carbon dioxide). Instead, the exhaust gas may include sulfur oxides (SO x ) and / or nitrogen oxides (NO x )(e.g., due to the combustion of hydrogen fuel in the presence of air). An after - treatment system can be used to treat the exhaust gas.

[0006] Summary

[0007] In one embodiment, a system includes a hydrogen internal combustion engine, an after - treatment system, a sensor, and a controller. The hydrogen internal combustion engine is configured to generate exhaust gas. The after - treatment system is in communication with the hydrogen internal combustion engine in a manner to receive the exhaust gas. The after - treatment system includes a catalytic member. The sensor is coupled to the after - treatment system. The controller is configured to receive data corresponding to a characteristic of the after - treatment system from the sensor; determine a performance value corresponding to the catalytic member based on the characteristic; compare the performance value with a threshold; when the performance value does not exceed the threshold, operate the hydrogen internal combustion engine in a first engine operation mode that causes the hydrogen internal combustion engine to output a first amount of hydrogen in the exhaust gas; and when the performance value exceeds the threshold, operate the hydrogen internal combustion engine in a second engine operation mode that causes the hydrogen internal combustion engine to output a second amount of hydrogen in the exhaust gas, the second amount being greater than the first amount.

[0008] In one embodiment, a system includes a hydrogen internal combustion engine, a post-treatment system, a sensor, and a controller. The hydrogen internal combustion engine is configured to generate exhaust gas. The post-treatment system is in communication with the hydrogen internal combustion engine in a manner to receive the exhaust gas. The post-treatment system includes a catalytic member. The sensor is coupled to the post-treatment system. The controller is configured to: receive sensor data corresponding to a characteristic of the post-treatment system from the sensor; determine an ammonia value associated with the post-treatment system based on the sensor data; compare the ammonia value with a threshold; when the ammonia value does not exceed the threshold, operate the hydrogen internal combustion engine in a first engine operating mode that causes the hydrogen internal combustion engine to output a first amount of hydrogen in the exhaust gas; and when the ammonia value exceeds the threshold, operate the hydrogen internal combustion engine in a second engine operating mode that causes the hydrogen internal combustion engine to output a second amount of hydrogen in the exhaust gas, the second amount being greater than the first amount.

[0009] In one embodiment, a method for regenerating a catalytic member of a post-treatment system includes: receiving, by a controller, vehicle data that includes a sulfur amount, a duration, a mileage, an exhaust gas temperature, a catalyst activity check, and / or a hydrogen amount; estimating, by the controller, a sulfur amount on the catalytic member based on the vehicle data; when the sulfur amount does not exceed a threshold, operating the hydrogen internal combustion engine in a first engine operating mode that causes the hydrogen internal combustion engine to output a first amount of hydrogen in the exhaust gas; and when the sulfur amount exceeds the threshold, operating the hydrogen internal combustion engine in a second engine operating mode that causes the hydrogen internal combustion engine to output a second amount of hydrogen, the second amount being greater than the first amount. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The present disclosure will be more fully understood from the following detailed description in conjunction with the accompanying drawings, in which like reference numerals refer to like elements unless otherwise specified, and in which:

[0011] Figure 1 is a schematic diagram of a system including a hydrogen internal combustion engine and a post-treatment system;

[0012] Figure 2 is a schematic diagram of another system including a hydrogen internal combustion engine and a post-treatment system;

[0013] Figure 3 is a schematic diagram of yet another system including a hydrogen internal combustion engine and a post-treatment system;

[0014] Figure 4 is a schematic diagram of yet another system including a hydrogen internal combustion engine and a post-treatment system;

[0015] Figure 5 is a schematic diagram of yet another system including a hydrogen internal combustion engine and a post-treatment system;

[0016] Figure 6Schematic diagram of a controller in a system including a hydrogen internal combustion engine and a post-treatment system;

[0017] Figure 7 Flowchart depicting a method for estimating sulfur deposits in a system including a hydrogen internal combustion engine and a post-treatment system;

[0018] Figure 8 Flowchart depicting a method for monitoring sulfur deposits and controlling a system including a hydrogen internal combustion engine and a post-treatment system; and

[0019] Figure 9 Flowchart depicting a method for monitoring ammonia and controlling a system including a hydrogen internal combustion engine and a post-treatment system.

[0020] It should be recognized that, for purposes of illustration, the figures are schematic representations. The figures are provided for the purpose of illustrating one or more embodiments and are to be clearly understood not to be used to limit the scope or meaning of the claims.

[0021] Detailed Description

[0022] The following is a more detailed description of various concepts related to methods, devices, and their embodiments for treating the exhaust of a hydrogen internal combustion engine using an exhaust after-treatment system (or simply referred to as a "post-treatment system"). The various concepts introduced above and discussed in more detail below can be implemented in any of a variety of ways, as the described concepts are not limited to any particular embodiment. Examples of specific embodiments and applications are provided primarily for illustrative purposes.

[0023] I. Overview

[0024] In a system including a hydrogen internal combustion engine (H2-ICE), the exhaust gas generated by the H2-ICE may include substances such as sulfur oxides (SO x ) derived from the lubricant. The presence of SO x in the exhaust gas may reduce the performance of various post-treatment catalyst components (e.g., selective catalytic reduction (SCR) catalyst components and / or ammonia slip catalyst (ASC)). For example, SO x strongly binds to the active sites in the catalyst component. As more SO x binds to the catalyst component, the effectiveness of the catalyst component may decrease. For example, if SO x binds to the SCR catalyst component, the SCR catalyst component may not be able to effectively reduce nitrogen oxides (NO x ), and / or if SO x binds to the ASC, the ASC may not be able to convert ammonia into nitrogen gas (N2) and water (H2O). Removing SO xOr "regenerating" the SCR catalyst component can enable the SCR catalyst component to more effectively reduce nitrogen oxides (NO x ). Similarly, removing SO x from the catalyst component or "regenerating" the ASC component can enable the ASC component to more effectively convert ammonia to N2 and H2O. The method of regenerating the catalyst component is referred to herein as "sulfur regeneration" and / or "deSO x ". To regenerate the catalyst component, the temperature of the catalyst component can be raised to greater than 500 °C to cause SO x to "desorb" or separate from the catalyst component, thereby restoring the lost performance. In some embodiments, an engine (such as an internal combustion engine) can change the operating mode to output exhaust gas at a higher temperature such that the exhaust gas conditions reach a temperature greater than 500 °C. However, this requires burning excessive fuel and may reduce the durability of the aftertreatment system.

[0025] The exhaust gas generated by the H2-ICE can include NO generated by burning H2 in the presence of air x . A reductant (such as urea) can be injected into the aftertreatment. The urea can be decomposed and hydrolyzed to generate (NH3). The generated NH3 is used to reduce NO at the SCR catalyst component x .

[0026] In some embodiments, it may be desirable to control the ammonia to NO x ratio (ANR) in the aftertreatment to a predetermined stoichiometric value to avoid "escaping" or leaving of NH3 from the aftertreatment system at the exhaust pipe. In some embodiments, considering the storage of NH3 on the catalyst component, the non-uniform distribution of NH3 within the aftertreatment system, the flow rate of the exhaust gas through the aftertreatment system, the NO x concentration, and / or the NO2 / NOx ratio, it may be desirable to control the ANR to greater than the stoichiometric value. Excessive NH3 may ultimately escape to components downstream of the SCR catalyst component. x

[0027] The undesired escape of NH3 from the catalyst component to the ASC may be caused by various conditions or events, including temperature transients, NO x concentration transients, and / or excessive urea dosing. Temperature transients and / or NO x transients in the exhaust aftertreatment system may occur when the engine load changes. For example, when the engine load increases, the exhaust gas temperature and / or the NO x concentration in the exhaust gas may increase.

[0028] ​At least a portion of the NH3 provided to the SCR catalyst component by the urea dosing system can be stored in the SCR catalyst component. This NH3 storage characteristic is required to achieve high NOx conversion efficiency. However, the amount of NH3 that the SCR catalyst component can store is a function of the catalyst temperature.

[0029] The ASC can be used to convert NH3 into N2 and H2O. The process of converting the ammonia that has escaped into the ASC is referred to herein as "ammonia slip control". The ammonia slip control process generally requires a temperature above 275 °C to achieve high conversion efficiency.

[0030] As will be described herein, the presence of hydrogen (H2) in the exhaust gas can reduce the temperature required for desulfurization. Additionally and / or alternatively, the presence of H2 in the exhaust gas can reduce the temperature required for ammonia slip control. In some embodiments, H2 can be introduced into the exhaust gas by dosing H2 into the exhaust gas. In some embodiments, H2 can be introduced into the exhaust gas by allowing H2 to escape from the H2-ICE without burning the H2. In some embodiments, H2 can be introduced into the exhaust gas by both allowing H2 to escape from the H2-ICE without burning the H2 and dosing H2 into the exhaust gas.

[0031] Embodiments herein relate to various aftertreatment system architectures that utilize increasing H2 in the exhaust gas to enable lower temperatures for desulfurization and / or to perform ammonia slip control. In some embodiments, the aftertreatment system can include a hydrogen dosing system for actively dosing H2 into the aftertreatment system. In different aftertreatment system architectures, the location and / or number of hydrogen dosing modules may vary. In some embodiments, a controller such as an engine control unit (ECU) or an engine control module (ECM) can operate the H2-ICE in different engine operating modes that cause the H2-ICE to output an increased amount of hydrogen in the exhaust gas. In any of the above embodiments, increasing the amount of hydrogen in the exhaust gas can reduce the temperature for desulfurization and / or ammonia slip control.

[0032] II. Overview of the Aftertreatment System

[0033] Figures 1 to 5Illustrates various architectures of a system 100 (e.g., a vehicle system, a generator set system, a power system, etc.) including a hydrogen internal combustion engine system 101 (e.g., a hydrogen engine system, etc.) and a post-treatment system 103 (e.g., a treatment system, etc.). The hydrogen internal combustion engine system 101 includes a hydrogen internal combustion engine (H2-ICE) 102. In some embodiments, the internal combustion engine system 101 includes a turbocharger (not shown). The post-treatment system 103 is configured to treat the exhaust gas generated by the internal combustion engine 102. As explained in more detail herein, this treatment can facilitate the reduction of emissions of undesirable components (e.g., nitrogen oxides (NO x )), sulfur oxides (SO x ), etc.) in the exhaust gas.

[0034] First referring to Figure 1 , a system 100 according to one embodiment is shown. The post-treatment system 103 includes an exhaust duct system 104 (e.g., a pipeline system, a piping system, etc.). The exhaust duct system 104 is configured to facilitate routing the exhaust gas generated by the hydrogen internal combustion engine 102 through the entire post-treatment system 103 and to the atmosphere (e.g., the surrounding environment, etc.). At least a portion (e.g., a section, a duct, etc.) of the exhaust duct system 104 is centered about a duct axis 106 (e.g., the duct axis 106 extends through the center point of the ducts of the exhaust duct system 104, etc.). As used herein, the term "axis" describes a theoretical line that extends through the centroid (e.g., the center of mass, the geometric center, etc.) of an object. The object is centered about the axis. The object does not have to be cylindrical (e.g., a non-cylindrical shape can be centered about an axis, etc.).

[0035] The exhaust duct system 104 includes an intake chamber 108 (e.g., a pipeline, a duct, a conduit, etc.). The intake chamber 108 is configured to receive exhaust gas from the hydrogen internal combustion engine 102. The intake chamber 108 may receive exhaust gas from a part of the hydrogen internal combustion engine 102 (e.g., a manifold on the hydrogen internal combustion engine, an exhaust manifold on the hydrogen internal combustion engine, the hydrogen internal combustion engine, etc.). In some embodiments, the intake chamber 108 is coupled (e.g., attached, fixed, welded, fastened, riveted, adhesively attached, joined, pinned, press-fitted, etc.) to the hydrogen internal combustion engine 102. In other embodiments, the intake chamber 108 is integrally formed with the hydrogen internal combustion engine 102. As used herein, when two or more elements are formed and joined together as part of a single manufacturing process to produce a single-piece or integral construction that cannot be disassembled without at least partially destroying the entire component, the two or more elements are "integrally formed" with each element. The intake chamber 108 may be centered on the duct axis 106 (e.g., the duct axis 106 extends through the center point of the intake chamber 108, etc.). In some embodiments, the intake chamber 108 may be offset from the duct axis 106 (e.g., the duct axis 106 extends adjacent to the center point of the intake chamber 108, etc.).

[0036] In some embodiments, the exhaust duct system 104 further includes an introduction duct 109 (e.g., a decomposition housing, a decomposition reactor, a decomposition chamber, a reactor pipeline, a decomposition pipe, a reactor pipe, etc.). The introduction duct 109 is configured to receive exhaust gas from the intake chamber 108. In various embodiments, the introduction duct 109 is coupled to the intake chamber 108. For example, the introduction duct 109 may be fastened (e.g., using a belt, using bolts, using twist-lock fasteners, threads, etc.) to the intake chamber 108. In other embodiments, the introduction duct 109 is integrally formed with the intake chamber 108. As used herein, the terms "fastened", "fastening", etc. describe the attachment (e.g., joining, etc.) of two structures such that detachment (e.g., separation, etc.) of the two structures is still possible without destroying or damaging either or both of the two structures when "fastened" or after "fastening" is completed. The introduction duct 109 is centered on the duct axis 106 (e.g., the duct axis 106 extends through the center point of the introduction duct 109, etc.). In some embodiments, as described herein, the introduction duct 109 is formed by the coupling of a separate housing and chamber.

[0037] The aftertreatment system 103 further includes a fluid delivery system 110. As explained in more detail herein, the fluid delivery system 110 is configured to facilitate the introduction of one or more fluids (e.g., a liquid, a gas, or a combination thereof), such as a reducing agent (e.g., Urea-water solution (UWS), water-soluble urea solution, AUS32, etc.), air (e.g., ambient air) and / or hydrogen (H2) enter the exhaust gas. When a reducing agent is introduced into the exhaust gas, the use of the aftertreatment system 103 can be promoted to reduce the emissions of undesirable components in the exhaust gas. When hydrogen is introduced into the exhaust gas, the temperature of the desulfurization and / or ammonia slip control process can be reduced. In addition, when hydrogen is introduced into the exhaust gas, the temperature of the exhaust gas can increase. For example, the temperature of the exhaust gas can be increased by burning hydrogen in the exhaust gas (e.g., using a spark plug, etc.).

[0038] As Figure 1 shown, the fluid delivery system 110 includes a first metering module 112 (e.g., a metering device, etc.). The first metering module 112 is configured to facilitate the flow of the reducing agent fluid through the intake chamber 108 and into the intake chamber 108. In some embodiments, the first metering module 112 is positioned within a metering module mount. The metering module mount is configured to facilitate the installation of the first metering module 112 to the intake chamber 108. The metering module mount can provide insulation (e.g., thermal insulation, vibration insulation, etc.) between the first metering module 112 and the intake chamber 108. In some embodiments, the fluid delivery system 110 does not include the first metering module 112. In some embodiments, the first metering module 112 is a closely coupled metering module. That is, the first metering module 112 is coupled to the introduction conduit 109 near the outlet of the hydrogen internal combustion engine system 101 (e.g., near the outlet of the hydrogen internal combustion engine 102). For example, the first metering module 112 can be coupled to the introduction conduit 109 downstream of the hydrogen internal combustion engine system 101.

[0039] The fluid delivery system 110 further includes a reducing agent fluid source 114 (e.g., a reducing agent tank, etc.). The reducing agent fluid source 114 is configured to contain the reducing agent fluid. The reducing agent fluid source 114 is configured to supply the reducing agent fluid to the first metering module 112. The reducing agent fluid source 114 can include multiple reducing agent fluid sources 114 (e.g., multiple tanks connected in series or parallel, etc.). The reducing agent fluid source 114 can be, for example, an exhaust fluid tank containing urea or a urea mixture.

[0040] The fluid delivery system 110 further includes a reducing agent fluid pump 116 (e.g., a supply unit, etc.). The reducing agent fluid pump 116 is configured to receive the reducing agent fluid from the reducing agent fluid source 114 and supply the reducing agent fluid to the first metering module 112. The reducing agent fluid pump 116 is used to pressurize the reducing agent fluid from the reducing agent fluid source 114 for delivery to the first metering module 112. In some embodiments, the reducing agent fluid pump 116 is pressure-controlled. In some embodiments, the reducing agent fluid pump 116 is coupled to the chassis of a vehicle associated with the aftertreatment system 103.

[0041] In some embodiments, the fluid delivery system 110 further includes a reductant fluid filter 118. The reductant fluid filter 118 is configured to receive reductant fluid from the reductant fluid source 114 and supply the reductant fluid to the reductant fluid pump 116. The reductant fluid filter 118 filters the reductant fluid before the reductant fluid is supplied to the internal components of the reductant fluid pump 116. For example, the reductant fluid filter 118 can inhibit or prevent solids from being transmitted to the internal components of the reductant fluid pump 116. In this way, the reductant fluid filter 118 can contribute to extending the operation of the reductant fluid pump 116 in an ideal state.

[0042] The first dosing module 112 includes a first dosing module injector 120 (e.g., an insertion device, etc.). The first dosing module injector 120 is configured to receive reductant fluid from the reductant fluid pump 116 and dose (e.g., supply, inject, insert, etc.) the reductant fluid received by the first dosing module 112 into the exhaust in the intake chamber 108.

[0043] In some embodiments, the fluid delivery system 110 further includes an air pump 122 and an air source 124 (e.g., an air inlet, etc.). The air pump 122 is configured to receive air from the air source 124. The air pump 122 is configured to supply air to the first dosing module 112. In some applications, the first dosing module 112 is configured to mix air and reductant fluid into an air-reductant fluid mixture and supply the air-reductant fluid mixture to the first dosing module injector 120 (e.g., for dosing into the exhaust in the intake chamber 108, etc.). As used herein, it should be understood that the reductant fluid can include an air-reductant fluid mixture.

[0044] The first dosing module injector 120 is configured to receive air from the air pump 122. The first dosing module injector 120 is configured to dose air into the exhaust in the intake chamber 108. In some of these embodiments, the reductant delivery system 110 further includes an air filter 126. The air filter 126 is configured to receive air from the air source 124 and supply the air to the air pump 122. The air filter 126 is configured to filter the air before the air is supplied to the air pump 122. In other embodiments, the fluid delivery system 110 does not include the air pump 122 and / or the fluid delivery system 110 does not include the air source 124. In such embodiments, the first dosing module 112 is not configured to mix the reductant fluid with air.

[0045] In various embodiments, the first dosing module 112 is configured to receive air and a reductant fluid and dose the reductant fluid into the intake chamber 108 (e.g., via injector 120). In various embodiments, the first dosing module 112 is configured to receive the reductant fluid (and not receive air) and dose the reductant fluid into the intake chamber 108 (e.g., via injector 120).

[0046] In some embodiments, the fluid delivery system 110 includes a second dosing module 128 (e.g., a dispenser, etc.). The second dosing module 128 is configured to facilitate hydrogen passing through the intake chamber 108 and into the intake chamber 108. In some embodiments, the second dosing module 128 is positioned within a dosing module mount. The dosing module mount is configured to facilitate mounting the second dosing module 128 to the intake chamber 108. The dosing module mount may provide insulation (e.g., thermal insulation, vibration insulation, etc.) between the second dosing module 128 and the intake chamber 108. In some embodiments, the fluid delivery system 110 does not include the second dosing module 128. In some embodiments, the second dosing module 128 is a closely coupled dosing module. That is, the second dosing module 128 is coupled to the introduction conduit 109 near the outlet of the hydrogen internal combustion engine system 101 (e.g., near the outlet of the hydrogen internal combustion engine 102). For example, the second dosing module 128 may be coupled to the introduction conduit 109 downstream of the hydrogen internal combustion engine system 101.

[0047] The fluid delivery system 110 further includes a hydrogen source 130 (e.g., a hydrogen tank, etc.). The hydrogen source 130 is configured to contain hydrogen. The hydrogen source 130 is configured to supply hydrogen to the second dosing module 128. The hydrogen source 130 may include multiple hydrogen sources 130 (e.g., multiple tanks connected in series or parallel, etc.). In some embodiments, the hydrogen source 130 is the same as the hydrogen fuel source for the hydrogen internal combustion engine 102. In some embodiments, the hydrogen source 130 is separate from the hydrogen fuel source for the hydrogen internal combustion engine 102.

[0048] The fluid delivery system 110 further includes a hydrogen pump 132 (e.g., a supply unit, etc.). The hydrogen pump 132 is configured to receive hydrogen from the hydrogen source 130 and supply the hydrogen to the second dosing module 128. The hydrogen pump 132 is used to pressurize the hydrogen from the hydrogen source 130 for delivery to the second dosing module 128. In some embodiments, the hydrogen pump 132 is pressure controlled. In some embodiments, the hydrogen pump 132 is coupled to the chassis of the system 100.

[0049] In some embodiments, the fluid delivery system 110 does not include a hydrogen pump 132. For example, the hydrogen source 130 can be a pressurized fluid tank. In these embodiments, the fluid delivery system 110 includes a hydrogen valve configured to receive pressurized hydrogen from the hydrogen source 130 and supply the hydrogen to the second dosing module 128. The hydrogen valve can operate between an open position and a closed position such that the hydrogen valve allows hydrogen to flow from the hydrogen source 130 to the second dosing module 128 in an open or partially open position (e.g., a position between the open position and the closed position). In the closed position, the hydrogen valve prevents hydrogen from flowing from the hydrogen source 130 to the second dosing module 128.

[0050] In some embodiments, the fluid delivery system 110 further includes a hydrogen filter 134. The hydrogen filter 134 is configured to receive hydrogen from the hydrogen source 130 and supply the hydrogen to the hydrogen pump 132. The hydrogen filter 134 filters the hydrogen before the hydrogen is supplied to the internal components of the hydrogen pump 132. For example, the hydrogen filter 134 can inhibit or prevent solids from being transmitted to the internal components of the hydrogen pump 132. In this way, the hydrogen filter 134 can contribute to extending the operation of the hydrogen pump 132 in an ideal state.

[0051] The second dosing module 128 includes a second dosing module injector 136 (e.g., an insertion device, etc.). The second dosing module injector 136 is configured to receive hydrogen from the hydrogen pump 132 (or the hydrogen valve) and dose (e.g., supply, inject, insert, etc.) the hydrogen received by the second dosing module 128 into the exhaust in the intake chamber 108.

[0052] In some embodiments, the air pump 122 and the air source 124 are coupled to the second dosing module 128 such that the air pump 122 and the air source 124 are configured to supply air to the second dosing module 128. In some applications, the second dosing module 128 is configured to mix air and hydrogen into an air-hydrogen fluid mixture and supply the air-hydrogen fluid mixture to the second dosing module injector 136 (e.g., for dosing into the exhaust in the intake chamber 108, etc.). In other embodiments, the air pump 122 and / or the air source 124 are not coupled to the second dosing module 128. In such embodiments, the second dosing module 128 is not configured to mix hydrogen with air.

[0053] In various embodiments, the second dosing module 128 is configured to receive air and hydrogen and dose the air-hydrogen mixture into the intake chamber 108 (e.g., via the injector 136). In various embodiments, the first dosing module 112 is configured to receive hydrogen (and not receive air) and dose the hydrogen into the intake chamber 108 (e.g., via the injector 136).

[0054] As Figure 1As shown, system 100 also includes a controller 140 (e.g., control circuit, driver, etc.). The first dosing module 112, the reductant fluid pump 116, the air pump 122, the second dosing module 128, and the hydrogen pump 132 are also electrically or communicatively coupled to the controller 140. The controller 140 is configured to cause the first dosing module 112 to dose the reductant fluid into the intake chamber 108. The controller 140 may also be configured to cause the reductant fluid pump 116 and / or the air pump 122 to dose the reductant fluid into the intake chamber 108 in order to adjust the amount of reductant fluid dosed into the intake chamber 108. The controller 140 is configured to cause the second dosing module 128 to dose hydrogen into the intake chamber 108. The controller 140 may also be configured to cause the hydrogen pump 132 (or hydrogen valve) and / or the air pump 122 to dose the reductant fluid into the intake chamber 108 in order to adjust the amount of hydrogen dosed into the intake chamber 108.

[0055] The controller 140 includes a processing circuit 142. The processing circuit 142 includes a processor 144 and a memory 146. The processor 144 may include a microprocessor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), etc. or a combination thereof. The memory 146 may include, but is not limited to, an electronic, optical, magnetic, or any other storage device or transmission device capable of providing program instructions for the processor, ASIC, FPGA, etc. The memory 146 may include a memory chip, an electrically erasable programmable read only memory (EEPROM), an erasable programmable read only memory (EPROM), a flash memory, or any other suitable memory from which the controller 140 may read instructions. The instructions may include code from any suitable programming language. The memory 146 may include various modules that include instructions configured to be implemented by the processor 144.

[0056] In various embodiments, the controller 140 is configured as a central controller (e.g., an engine control unit (ECU), an engine control module (ECM), etc.) that is configured to control the hydrogen internal combustion engine system 101. The hydrogen internal combustion engine system 101 includes one or more cylinders for combusting hydrogen fuel. Each cylinder may include a corresponding fuel injector configured to inject hydrogen fuel and / or air into the cylinder. The hydrogen internal combustion engine system 101 generates power by igniting the hydrogen in the cylinders. In some embodiments, the controller 140 may be configured to cause the fuel injectors of the hydrogen internal combustion engine 102 to inject fuel into the hydrogen internal combustion engine 102. For example, the controller 140 may increase the fuel amount, decrease the fuel amount, increase the injection duration, decrease the injection duration, adjust the injection timing (e.g., the time between fuel injections, etc.), and / or otherwise adjust the operation of the fuel injectors.

[0057] In some embodiments, the controller 140 may communicate with a display device (e.g., a screen, a monitor, a touch screen, a head-up display (HUD), an indicator light, etc.). The display device may be configured to change its state in response to receiving information from the controller 140. For example, the display device may be configured to change between a static state and an alert state based on communication from the controller 140. By changing its state, the display device may provide an indication of the state of the fluid delivery system 110 to the user.

[0058] The aftertreatment system 103 includes a catalyst member 150 (e.g., a conversion catalyst member, a selective catalytic reduction (SCR) catalyst member, a catalytic metal, etc.). The catalyst member 150 is located downstream of the intake chamber 108. The catalyst member 150 is configured to cause decomposition of components of the exhaust gas using a reducing agent fluid (e.g., via a catalytic reaction, etc.). The catalyst member 150 includes a catalyst housing 152. The catalyst housing 152 may be coupled to the intake chamber 108. In some embodiments, the catalyst housing 152 is integrally formed with the intake chamber 108. The catalyst member 150 includes a catalyst substrate 154. The catalyst substrate 154 is coupled to the catalyst housing 152. In some embodiments, the catalyst substrate 154 is integrally formed with the catalyst housing 152.

[0059] The catalyst member 150 receives the exhaust gas from the intake chamber 108. The exhaust gas flows through the catalyst substrate 154 and reacts with the catalyst substrate 154 to cause the exhaust gas to undergo evaporation, pyrolysis, and / or hydrolysis processes to form non-NO x emissions within the introduction conduit 109 and / or the catalyst member 150. In some embodiments, the exhaust gas and the reducing agent fluid within the exhaust gas react with the catalyst substrate 154. In this manner, the catalyst member 150 is configured to assist in the reduction of NO x by accelerating the reduction process of NO x between the reducing agent (e.g., NH3 and / or H2) and the emissions to diatomic nitrogen, water, and / or carbon dioxide. x The reduction of NO

[0060] is referred to herein as "deNO x x". As used herein, the "deNOx performance" of the aftertreatment system 103 or more specifically the catalyst substrate 154 refers to the amount or percentage of NO x reduced by the aftertreatment system 103. x

[0061] In some embodiments, the aftertreatment system 103 includes a third dosing module 158. The third dosing module 158 is configured to dose hydrogen into the exhaust gas within the catalyst housing 152. The third dosing module 158 is configured to facilitate the passage of hydrogen through the catalyst housing 152 and into the catalyst housing 152 at the catalyst substrate 154. The third dosing module 158 includes a hydrogen injector 159 (e.g., an insertion device, etc.). The hydrogen injector 159 is configured to dose hydrogen into the exhaust gas within the catalyst housing 152. The third dosing module 158 may be coupled to a hydrogen source 130, a hydrogen pump 132 (or a hydrogen valve), and / or a hydrogen filter 134.

[0062] In some embodiments, the air pump 122 is further configured to supply air to the third dosing module 158. The third dosing module 158 is configured to supply air into the catalyst housing 152. In some applications, the third dosing module 158 is configured to mix air and hydrogen into an air-hydrogen fluid mixture and supply the air-hydrogen fluid mixture to the hydrogen injector 159 (e.g., for dosing into the exhaust gas within the catalyst housing 152, etc.).

[0063] In various embodiments, the third dosing module 158 is configured to receive air and hydrogen and dose the air-hydrogen mixture into the catalyst housing 152 (e.g., via injector 158). In various embodiments, the third dosing module 158 is configured to receive hydrogen (and not receive air) and dose hydrogen into the catalyst housing 152 (e.g., via injector 158).

[0064] In some embodiments, the third dosing module 158 is also electrically or communicatively coupled to the controller 140. The controller 140 is further configured to cause the third dosing module 158 to dose hydrogen into the catalyst housing 152. The controller 140 may also be configured to cause the hydrogen pump 132 (or hydrogen valve) and / or the air pump 122 to dose hydrogen into the catalyst housing 152 in order to regulate the amount of hydrogen dosed into the catalyst housing 152. In some embodiments, the aftertreatment system 103 does not include the third dosing module 158.

[0065] The post - treatment system 103 includes an ammonia slip catalyst substrate 156. The ammonia slip catalyst substrate 156 is located downstream of the catalyst member 150. In some embodiments, the ammonia slip catalyst substrate 156 is a coating applied to a portion of the outlet of the catalyst member 150. The ammonia slip catalyst substrate 156 is configured to receive exhaust gas from the catalyst member 150 and contribute to the reduction of by - products (such as ammonia, etc.) of the processes of the first dosing module 112 and the catalyst member 150. Specifically, the first dosing module 112 may introduce ammonia into the exhaust gas; however, a portion of the introduced ammonia may not react with the exhaust gas. As a result, excess ammonia may escape from the catalyst member 150 into the exhaust gas downstream of the catalyst member 150. The ammonia slip catalyst substrate 156 is used to reduce ammonia so that the exhaust gas downstream of the ammonia slip catalyst substrate 156 does not contain an undesirable amount of ammonia. In some embodiments, the post - treatment system 103 does not include an ammonia slip catalyst substrate 156.

[0066] In some embodiments, SO x may be present in the exhaust gas due to lubricant consumption (e.g., combustion) in the hydrogen internal combustion engine 102. SO x can be trapped on the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156. As more and more SO x binds to the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156, the effectiveness of the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156 may decrease. For example, if SO x binds to the SCR catalyst member, the SCR catalyst member may not effectively reduce NO x and / or if SO x binds to the ASC, the ASC may not be able to convert ammonia into nitrogen gas (N2) and water (H2O). Regenerating the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156 to remove SO x from the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156 advantageously enables the catalyst substrate 154 to more effectively reduce NO x and enables the ammonia slip catalyst substrate 156 to more effectively convert ammonia into N2 and H2O. As described herein, regenerating the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156 in the presence of H2 advantageously reduces the temperature of the regeneration process.

[0067] In some embodiments, NH3 may be present in the exhaust gas due to over - dosing of the reducing agent, changes in the exhaust gas temperature, and / or changes in the NO x concentration in the exhaust gas. NH3 can be stored on the catalyst substrate 154. However, under certain conditions, such as an increase in the exhaust gas temperature, NO xAs the concentration decreases, or the reductant dosing increases, at least a portion of the NH3 stored by the catalyst substrate 154 can "escape" or flow downstream to the ammonia slip catalyst substrate 156. "Ammonia slip" refers to the condition where ammonia flows downstream of the catalyst substrate 154. To prevent ammonia slip, the ammonia slip catalyst substrate 156 converts NH3 into N2 and H2O. The process of converting the ammonia that has escaped into the ammonia slip catalyst substrate 156 is referred to herein as "ammonia slip control". As described herein, when the ammonia slip catalyst substrate 156 converts NH3 into N2 and H2O, the presence of H2 advantageously reduces the temperature of the ammonia slip control process.

[0068] As more and more SO x binds to the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156, the effectiveness of the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156 may decrease. For example, if SO x binds to the SCR catalyst component, the SCR catalyst component may not effectively reduce NO x and / or if SO x binds to the ASC, the ASC may not convert ammonia into nitrogen gas (N2) and water (H2O). Regenerating the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156 to remove SO x from the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156 advantageously enables the catalyst substrate 154 to more effectively reduce NO x and enables the ammonia slip catalyst substrate 156 to more effectively convert ammonia into N2 and H2O. As described herein, regenerating the catalyst substrate 154 and / or the ammonia slip catalyst substrate 156 in the presence of H2 advantageously reduces the temperature of the regeneration process.

[0069] The aftertreatment system 103 further includes a particulate filter assembly 160. The particulate filter assembly 160 includes a particulate filter housing 162. The particulate filter housing 162 is located downstream of the catalyst housing 152. In some embodiments, the particulate filter housing 162 is integrally formed with the catalyst housing 152. The particulate filter assembly 160 includes a particulate filter 164 (e.g., a particulate filter (PF), a filter member, etc.). The particulate filter 164 is disposed within the particulate filter housing 162 such that the particulate filter 164 is positioned downstream of the catalyst member 150 (i.e., the catalyst member 150 is positioned upstream of the particulate filter 164). In some embodiments, the particulate filter housing 162 and the particulate filter 164 are positioned downstream of the intake chamber 108.

[0070] The particulate filter 164 is configured to remove particulates (e.g., soot, solidified hydrocarbons, ash, etc.) from the exhaust gas. For example, the particulate matter filter 164 may receive exhaust gas having a first concentration of particulates (e.g., from the catalytic member 150, from the intake chamber 108, etc.) and may provide downstream exhaust gas having a second concentration of the first particulates, where the second concentration is lower than the first concentration. In this way, the particulate filter 164 can facilitate a reduction in the particulate number (PN) of the exhaust gas. In various applications, it may be desirable to reduce the PN of the exhaust gas. For example, emission regulations may specify a maximum PN for the exhaust gas emitted into the atmosphere, and the particulate filter 164 can ensure that the PN of the exhaust gas emitted into the atmosphere by the aftertreatment system 103 is lower than the maximum PN.

[0071] The aftertreatment system 103 further includes an outlet chamber 190. The outlet chamber 190 is positioned downstream of the particulate filter 164 and is configured to receive the exhaust gas from the particulate filter 164. In various embodiments, the outlet chamber 190 is coupled to the particulate filter housing 162. For example, the outlet chamber 190 may be fastened to the particulate filter housing 162. In some embodiments, the outlet chamber 190 is coupled to the inlet conduit 109. In some embodiments, the outlet chamber 190 is the inlet conduit 109 (e.g., only the inlet conduit 109 is included in the exhaust conduit system 104, and the inlet conduit 109 serves as both the inlet conduit 109 and the outlet chamber 190). The outlet chamber 190 is centered about the conduit axis 106 (e.g., the conduit axis 106 extends through the center point of the outlet chamber 190, etc.).

[0072] In various embodiments, the exhaust conduit system 104 includes only a single conduit that serves as the intake chamber 108, the inlet conduit 109, and the outlet chamber 190.

[0073] In various embodiments, the aftertreatment system 103 further includes a first sensor 192 (e.g., a NO x sensor, an NH3 sensor, an O2 sensor, a particulate sensor, a nitrogen sensor, etc.). The first sensor 192 is located downstream of the particulate filter housing 162. In some embodiments, the first sensor 192 is coupled to the outlet chamber 190. The first sensor 192 is configured to measure (e.g., sense, detect, etc.) parameters of the exhaust gas and the reductant fluid downstream of the particulate filter housing 162 (e.g., NO x concentration, NH3 concentration, O2 concentration, particulate concentration, nitrogen concentration, SO xConcentration, etc.). The first sensor 192 can be configured to measure parameters within the outlet chamber 190. In some embodiments, the parameter measured by the first sensor 192 is the NH3 concentration in the exhaust gas downstream of the particulate filter housing 162. In some embodiments, the parameter measured by the first sensor 192 is the SO x concentration in the exhaust gas within the outlet chamber 190. In some embodiments, the first sensor 192 measures both the NH3 concentration and the SO x concentration simultaneously.

[0074] The first sensor 192 is electrically or communicatively coupled to the controller 140 and is configured to provide a first signal associated with the parameter to the controller 140. The controller 140 (e.g., via the processing circuit 142, etc.) is configured to determine a first measurement value based on the first signal. The controller 140 can be configured to cause the first dosing module 112, the second dosing module 128, the third dosing module 158, the reductant fluid pump 116, the air pump 122, and / or the hydrogen pump 132 (or hydrogen valve) to dose reductant or hydrogen into the corresponding sections of the aftertreatment system 103 based on the first signal.

[0075] In various embodiments, the aftertreatment system 103 further includes a second sensor 196 (e.g., a NOx sensor, an NH3 sensor, an O2 sensor, a particulate sensor, a nitrogen sensor, etc.). The second sensor 196 is located upstream of the catalytic component 150. In some embodiments, the second sensor 196 is coupled to the intake chamber 108 and is positioned downstream of the hydrogen internal combustion engine system 101. The second sensor 196 is configured to measure (e.g., sense, detect, etc.) parameters of the exhaust gas and the reductant fluid downstream of the hydrogen internal combustion engine system 101 (e.g., NO x concentration, NH3 concentration, O2 concentration, particulate concentration, nitrogen concentration, SO x concentration, etc.). The second sensor 196 can be configured to measure parameters of the exhaust gas within the intake chamber 108. In some embodiments, the parameter measured by the second sensor 196 is the NH3 concentration in the exhaust gas at the intake chamber 108. In some embodiments, the parameter measured by the second sensor 196 is the SO x concentration in the exhaust gas at the intake chamber 108. In some embodiments, the second sensor 196 measures both the NH3 concentration and the SO x concentration simultaneously.

[0076] The second sensor 196 is electrically or communicatively coupled to the controller 140 and is configured to provide a second signal associated with a parameter to the controller 140. The controller 140 (e.g., via the processing circuit 142, etc.) is configured to determine a second measurement based on the second signal. The controller 140 may be configured to cause the first dosing module 112, the second dosing module 128, the third dosing module 158, the reductant fluid pump 116, the air pump 122, and / or the hydrogen pump 132 (or hydrogen valve) to dose reductant or hydrogen into corresponding sections of the aftertreatment system 103 based on the second signal.

[0077] Now referring Figure 2 , a system 100 is shown in accordance with various embodiments. Figure 2 The aftertreatment system 103 of Figure 1 is generally similar to Figure 2 the aftertreatment system 103 of

[0078] . For example, as Figure 1 shown, the aftertreatment system 103 includes an exhaust duct system 104 centered about a duct axis 106, an intake chamber 108, an inlet duct 109, a fluid delivery system 110 (including a first dosing module 112, a second dosing module 128, and / or a third dosing module 157), a catalyst member 150, an ammonia slip catalyst substrate 156, a particulate filter assembly 160, an outlet chamber 190, a first sensor 192, and a second sensor 196.

[0078] Compared to the aftertreatment system 103 shown in Figure 1 , the aftertreatment system 103 shown in Figure 2 includes a fourth dosing module 166. The fourth dosing module 166 is located downstream of the hydrogen internal combustion engine system 101 at the intake chamber 108 and upstream of an oxidation catalyst member 170 (described below). The fourth dosing module 166 is configured to dose hydrogen into the exhaust gas within the intake chamber 108. The fourth dosing module 166 is configured to facilitate the passage of hydrogen through the intake chamber 108 and into the intake chamber 108. The fourth dosing module 166 includes a hydrogen injector 168 (e.g., an insertion device, etc.). The hydrogen injector 168 is configured to dose hydrogen into the exhaust gas within the intake chamber 108. The fourth dosing module 166 may be coupled to a hydrogen source 130, a hydrogen pump 132 (or hydrogen valve), and / or a hydrogen filter 134.

[0079] In some embodiments, the air pump 122 is further configured to provide air to the fourth dosing module 166. The fourth dosing module 166 is configured to provide the air into the intake chamber 108. In some applications, the fourth dosing module 166 is configured to mix air and hydrogen into an air - hydrogen fluid mixture and provide the air - hydrogen fluid mixture to the hydrogen injector 168 (e.g., for dosing into the exhaust gas within the catalyst housing 152, etc.).

[0080] In various embodiments, the fourth dosing module 166 is configured to receive air and hydrogen and dose an air-hydrogen mixture into the intake chamber 108 (e.g., via injector 168). In various embodiments, the fourth dosing module 166 is configured to receive hydrogen (and not receive air) and dose hydrogen into the intake chamber 108 (e.g., via injector 168).

[0081] In some embodiments, the fourth dosing module 166 is also electrically or communicatively coupled to the controller 140. The controller 140 is also configured to cause the fourth dosing module 166 to dose hydrogen into the intake chamber 108. The controller 140 may also be configured to cause the hydrogen pump 132 (or hydrogen valve) and / or the air pump 122 to dose hydrogen into the intake chamber 108 in order to control the amount of hydrogen dosed into the intake chamber 108.

[0082] As described above, Figure 2 the illustrated aftertreatment system 103 also includes an oxidation catalyst member 170 (e.g., a first oxidation catalyst, etc.). The oxidation catalyst member 170 is located downstream of the hydrogen internal combustion engine system 101 and the fourth dosing module 166 and upstream of the first dosing module 112, the second dosing module 128, and the catalyst member 150.

[0083] The oxidation catalyst member 170 includes an oxidation catalyst housing 172. The oxidation catalyst housing 172 is coupled to the intake chamber 108. The oxidation catalyst housing 172 may also be formed integrally with the intake chamber 108.

[0084] The oxidation catalyst member 170 also includes an oxidation catalyst substrate 174 (e.g., a DOC, etc.). The oxidation catalyst substrate 174 is positioned within the oxidation catalyst housing 172. The oxidation catalyst substrate 174 may be coupled to the oxidation catalyst housing 172. Exhaust gas containing NO x reacts with the oxidation catalyst substrate 174 and causes the conversion (e.g., oxidation) of nitric oxide (NO) in the exhaust gas to nitrogen dioxide (NO2). For example, when the exhaust gas flows through the oxidation catalyst substrate 174, NO reacts with the oxidation catalyst substrate 174 and begins to oxidize. The oxidation catalyst substrate 174 facilitates the conversion of NO in the exhaust gas to NO2.

[0085] The oxidation catalyst substrate 174 may also facilitate the conversion (e.g., oxidation) of hydrogen (H2) in the exhaust gas to water (H2O). For example, when the exhaust gas flows through the oxidation catalyst substrate 174, H2 reacts with the oxidation catalyst substrate 174 and begins to oxidize to water. The oxidation reaction of hydrogen may cause the temperature of the exhaust gas at the oxidation catalyst member 170 to increase.

[0086] In some embodiments, the aftertreatment system 103 also includes one or more additional sensors (e.g., NO xSensors, such as NH3 sensors, O2 sensors, particulate sensors, nitrogen sensors, etc.). For example, the third sensor 198 can be positioned upstream of the catalytic component 150 and downstream of the oxidation catalytic component 170. In some embodiments, the third sensor 198 is coupled to the introduction conduit 109. The third sensor 198 is configured to measure (e.g., sense, detect, etc.) parameters of the exhaust gas upstream of the catalytic component 150 (e.g., NO x concentration, NH3 concentration, O2 concentration, particulate concentration, nitrogen concentration, SO x etc.). The third sensor 198 can be configured to measure parameters of the exhaust gas within the introduction conduit 109. In some embodiments, the parameter measured by the third sensor 198 is the NH3 concentration in the exhaust gas upstream of the catalytic component 150. In some embodiments, the parameter measured by the third sensor 198 is the SO x concentration in the exhaust gas downstream of the oxidation catalytic component 170 and upstream of the catalytic component 150. In some embodiments, the third sensor 198 measures the NH3 concentration and the SO x concentration simultaneously.

[0087] The third sensor 198 is electrically or communicatively coupled to the controller 140 and is configured to provide a third signal associated with the parameter to the controller 140. The controller 140 (e.g., via the processing circuit 142, etc.) is configured to determine a third measurement based on the third signal. The controller 140 can be configured to cause the first dosing module 112, the second dosing module 128, the third dosing module 158, the reductant fluid pump 116, the air pump 122, and / or the hydrogen pump 132 (or hydrogen valve) to dose reductant or hydrogen into the corresponding sections of the aftertreatment system 103 based on the third signal.

[0088] Now referring to Figure 3 , a system 100 according to another embodiment is shown. Figure 3 The aftertreatment system 103 of Figure 1 and Figure 2 is generally similar to the aftertreatment system of Figure 3 . For example, as shown in Figure 3 , the aftertreatment system 103 includes an exhaust conduit system 104 centered on the conduit axis 106, an intake chamber 108, an introduction conduit 109, a fluid delivery system 110 (including a first dosing module 112, a second dosing module 128, and / or a third dosing module 157), a controller 140, a catalytic component 150, an ammonia slip catalyst substrate 156, an outlet chamber 190, a first sensor 192, and a second sensor 196.

[0089] In contrast to Figure 1 and Figure 2 the post - treatment system 103 shown, Figure 3 the post - treatment system 103 shown does not include a particulate filter assembly 160. Instead, Figure 3 the post - treatment system 103 shown includes a catalytic particulate filter assembly 176. The catalytic particulate filter assembly 176 is positioned downstream of the hydrogen internal combustion engine system 101 and the fourth dosing module 166 and upstream of the first dosing module 112, the second dosing module 128, and the catalytic member 150.

[0090] The catalytic particulate filter assembly 176 includes a particulate filter housing 178. The particulate filter housing 178 is positioned downstream of and / or within the intake chamber 108. In some embodiments, the particulate filter housing 178 is integrally formed with the intake chamber 108. The catalytic particulate filter assembly 176 includes a catalytic particulate filter 180 (e.g., a particulate filter (PF), a filter member, etc.). The catalytic particulate filter 180 is disposed within the particulate filter housing 178 such that the catalytic particulate filter 180 is upstream of the catalytic member 150 (i.e., the catalytic member 150 is downstream of the catalytic particulate filter 180).

[0091] The catalytic particulate filter 180 is configured to remove particulates (e.g., soot, solidified hydrocarbons, ash, etc.) from the exhaust gas. For example, the catalytic particulate filter 180 receives exhaust gas having a first concentration of particulates (e.g., from the hydrogen internal combustion engine system 101, from the intake chamber 108, etc.) and provides downstream exhaust gas having a second concentration of the first particulates, where the second concentration is lower than the first concentration. In this way, the catalytic particulate filter 180 helps to reduce the PN of the exhaust gas. In various applications, it may be desirable to reduce the PN of the exhaust gas. For example, emission regulations may specify a maximum PN for the exhaust gas emitted into the atmosphere, and the catalytic particulate filter 180 can ensure that the PN of the exhaust gas emitted into the atmosphere by the post - treatment system 103 is lower than the maximum PN.

[0092] The catalytic particulate filter 180 has a catalyst coating. The catalyst coating is configured to react with components of the exhaust gas to reduce undesirable components in the exhaust gas. According to various embodiments of the aftertreatment system 103, the catalyst coating is a platinum / palladium (Pt-Pd) alloy catalyst, which helps to convert (e.g., oxidize) NO in the exhaust gas into NO2 and / or convert (e.g., oxidize) H2 into H2O. In some embodiments, the Pt-Pd catalyst coating of the catalytic particulate filter 180 can convert exhaust gas components into (NH3). For example, the Pt-Pd catalyst can promote the conversion of nitrogen (N2) and H2 into NH3. Advantageously, the NH3 synthesized at the catalytic particulate filter 180 can flow downstream to the catalytic converter component 150. As described above, the NH3 at the catalytic converter component 150 can be used to convert NO x into (e.g., reduce, etc.) N2 and H2O.

[0093] According to various embodiments of the aftertreatment system 103, the catalyst coating is an ammonia slip catalyst (ASC), which promotes the conversion (e.g., oxidation) of NO in the exhaust gas into N2 and H2O (in the presence of H2) and / or NH3. For example, the ASC coating of the catalytic particulate filter 180 can promote the conversion of NO and N2 and / or H2O in the exhaust gas into N2 and H2O. In some embodiments, the ASC can convert NO into N2 and / or H2O with less NH3 compared to the ASC substrate 156 that uses H2 present in the exhaust gas.

[0094] Now referring to Figure 4 , a system 100 according to various embodiments is shown. Figure 4 The aftertreatment system 103 of Figure 1 is generally similar to Figure 2 and Figure 3 's aftertreatment systems. For example, as Figure 4 shown, the aftertreatment system 103 includes an exhaust duct system 104 centered on the duct axis 106, an intake chamber 108, an introduction duct 109, a fluid delivery system 110 (including a first dosing module 112, a second dosing module 128, and / or a third dosing module 157), a controller 140, a catalytic converter component 150, an ammonia slip catalyst substrate 156, an outlet chamber 190, a first sensor 192, and a second sensor 196.

[0095] Figure 4 The aftertreatment system 103 shown in Figure 1Compared with the post - treatment system 103 shown, the particulate filter assembly 160 is located downstream of the hydrogen internal combustion engine system 101 and the first dosing module 112 and upstream of the second dosing module 128 and the catalytic component 150. The particulate matter being located upstream of the catalytic component 150 advantageously enables the particulate filter assembly 160 to capture the particulate matter upstream of the catalytic component 150 and reduce the amount of particulate matter entering the catalytic component 150. The particulate matter being located downstream of the first dosing module 112 advantageously enables the particulate filter assembly 160 to receive the reducing agent dosed by the first dosing module 112. The particulate filter 164 advantageously facilitates the decomposition of the reducing agent, allowing the decomposed reducing agent (e.g., NH3) to enter the catalytic component 150 and / or capturing the undecomposed reducing agent, thereby preventing the undecomposed reducing agent (e.g., urea) from entering the catalytic component 150.

[0096] Now referring to Figure 5 , a system 100 according to another embodiment is shown. Figure 5 The post - treatment system 103 of Figure 1 , Figure 2 and Figure 3 is generally similar to the post - treatment system 103 of Figure 5 . For example, as shown in

[0097] Figure 5 , the post - treatment system 103 includes an exhaust duct system 104 centered on a duct axis 106, an intake chamber 108, an introduction duct 109, a fluid delivery system 110 (including a first dosing module 112, a second dosing module 128, and / or a third dosing module 157), a controller 140, a catalytic component 150, an ammonia slip catalyst substrate 156, an outlet chamber 190, a first sensor 192, and a second sensor 196.

[0098] As described above with respect to Figure 3 , the catalytic particulate filter assembly 176 includes a particulate filter housing 178. The particulate filter housing 178 is located downstream of the intake chamber 108 and / or within the intake chamber 108. In some embodiments, the particulate filter housing 178 is integrally formed with the intake chamber 108. The catalytic particulate filter assembly 176 includes a catalytic particulate filter 180 (e.g., a particulate filter (PF), a filtering member, etc.). The catalytic particulate filter 180 is disposed within the particulate filter housing 178 such that the catalytic particulate filter 180 is located upstream of the catalytic component 150 (i.e., the catalytic component 150 is located downstream of the catalytic particulate filter 180).

[0099] The catalytic particulate filter 180 is configured to remove particulates (e.g., soot, solidified hydrocarbons, ash, etc.) from the exhaust gas. For example, the catalytic particulate filter 180 may receive exhaust gas having a first concentration of particulates (e.g., from the hydrogen internal combustion engine system 101, from the intake chamber 108, etc.), and may provide downstream exhaust gas having a second concentration of the first particulates, where the second concentration is lower than the first concentration. In this way, the catalytic particulate filter 180 can facilitate the reduction of the PN of the exhaust gas. In various applications, it may be desirable to reduce the PN of the exhaust gas. For example, emission regulations may specify a maximum PN for the exhaust gas emitted into the atmosphere, and the catalytic particulate filter 180 can ensure that the PN of the exhaust gas emitted into the atmosphere by the aftertreatment system 103 is lower than the maximum PN.

[0100] In some embodiments, the catalytic particulate filter 180 facilitates (e.g., via the first dosing module 112) the decomposition of the reducing agent injected into the intake chamber 108, thereby allowing the decomposed reducing agent (e.g., NH3) to enter the catalytic component 150 and / or capturing the undecomposed reducing agent, thereby preventing the undecomposed reducing agent (e.g., urea) from entering the catalytic component 150.

[0101] As described above with respect to Figure 3 the catalytic particulate filter 180 has a catalyst coating. The catalyst coating is configured to react with the components of the exhaust gas to reduce the undesirable components in the exhaust gas.

[0102] The catalyst coating may be an SCR catalyst coating that promotes the conversion (e.g., reduction) of NO in the exhaust gas x to N2 and H2O (in the presence of NH3 and / or H2). For example, the SCR catalyst coating can promote the use of NH3 and / or H2 in the exhaust gas as catalysts to convert NO in the exhaust gas x to N2 and H2O. Advantageously, the SCR catalyst coating can increase the total denitrification performance of the aftertreatment system 103.

[0103] According to various embodiments of the aftertreatment system 103, the catalyst coating can be a hydrolysis catalyst coating. The hydrolysis catalyst coating can be washcoated onto the particulate filter 180. The hydrolysis catalyst coating promotes the hydrolysis of isocyanic acid (HNCO) and increases the reductant conversion rate (e.g., the decomposition of urea into NH3). For example, NH3 produced by the decomposition of urea is a reductant in the SCR process. Urea ((NH2)2CO) or an aqueous urea solution is injected into the intake plenum 108 and thermally decomposed into ammonia (NH3) and isocyanic acid (HNCO) at the intake plenum 108 (Equation 1). HNCO further hydrolyzes to produce another NH3 molecule (Equation 2). The hydrolysis reaction of HNCO is slow in the gas phase and can be accelerated on the hydrolysis catalyst. The hydrolysis catalyst can include metal oxides and / or ion exchange zeolites. The particulate filter 180 washcoated with the hydrolysis catalyst provides sufficient volume, surface area, and catalyst loading to decompose HNCO and improve the distribution of NH3 to the catalytic component 150. For example, the particulate filter 180 washcoated with the hydrolysis catalyst helps with uniform distribution within the catalytic substrate 154, enabling more NH3 molecules to react to reduce NO x .

[0104] (H2N)2CO→NH3+HNCO (1)

[0105] HNCO+H2O→NH3+CO2 (2)

[0106] In some embodiments, the particulate filter 180 includes both a hydrolysis catalyst coating and an SCR catalyst coating. In these embodiments, the particulate filter 180 advantageously promotes the hydrolysis of HNCO and increases the overall NOx reduction performance of the aftertreatment system 103. For example, the hydrolysis catalyst coating promotes the hydrolysis of HNCO, and the SCR catalyst coating increases the NOx reduction performance by reducing at least a portion of the NO in the exhaust x while increasing the NOx reduction performance.

[0107] Now referring to Figure 6 , a schematic diagram of a controller 140 according to an exemplary embodiment is shown. As described above, the controller 140 includes a processing circuit 142 having a processor 144 and a memory 146. As Figure 6As shown, the controller 140 further includes an engine control module 710, a post - treatment system control module 712, a sulfur diagnostic module 714, a sulfur regeneration module 716, and a communication interface 718. The controller 140 is configured to monitor and control the engine system 101 and / or the post - treatment system 103. More specifically, the controller 140 can determine that the post - treatment system 103 is operating abnormally (e.g., one or more parameters are below a minimum threshold, above a maximum threshold, or outside a predetermined acceptable threshold range), and adjust the output parameters of the post - treatment system 103 and / or the engine 102 (e.g., by adjusting the use of the hydrogen internal combustion engine 102 and / or the first dosing module 112, the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166), such that the system 100 operates at a target output (e.g., target exhaust temperature, target denitrification, target desulfurization, and / or target NH3 storage).

[0108] In one configuration, the engine control module 710, the post - treatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 are implemented as a machine or computer - readable medium storing instructions executable by a processor (such as the processor 144). As described herein and in other uses, the machine - readable medium facilitates performing certain operations to enable the receipt and transmission of data. For example, the machine - readable medium can provide instructions (e.g., commands, etc.) to, for example, collect data. In this regard, the machine - readable medium can include programmable logic that defines the data collection (or data transmission) frequency. The computer - readable medium instructions can include code that can be written in any programming language, including but not limited to Java, etc., and any conventional procedural programming language, such as the "C" programming language or a similar programming language. The computer - readable program code can be executed on one processor or multiple remote processors. In the latter case, the remote processors can be interconnected by any type of network (e.g., a CAN bus, etc.).

[0109] In another configuration, the engine control module 710, the post - treatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 are implemented as hardware units, such as one or more electronic control units. Thus, the engine control module 710, the post - treatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 can be implemented as one or more circuit components, including but not limited to processing circuits, network interfaces, peripherals, input devices, output devices, sensors, etc.

[0110] In yet another configuration, the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 are implemented as software stored in the memory 146. Thus, the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 can include or store instructions executable by a processor, such as processor 144.

[0111] In some embodiments, the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 can take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (ICs), discrete circuits, system-on-chip (SOCs) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of "circuit." In this regard, the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 can include any type of component for implementing or facilitating the operations described herein. For example, the circuits described herein can include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, etc. The engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 can also include or can be programmable hardware devices, such as field programmable gate arrays, programmable array logic, programmable logic devices, etc.

[0112] The engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 can include one or more memory devices for storing instructions executable by a processor of the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716. The one or more memory devices and the processor can have the same definitions as provided below for the memory 146 and the processor 144. In some hardware unit configurations, the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 can be geographically dispersed at separate locations in the vehicle. Alternatively and as shown, the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 can be implemented in or within a single unit / housing, which is shown as the controller 140.

[0113] In the example shown, controller 140 includes processing circuitry 142 having a processor 144 and a memory 146. The processing circuitry 142 may be constructed or configured to execute or implement the instructions, commands, and / or control processes described herein with respect to the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716. The depicted configuration represents the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 being implemented as a machine or computer-readable medium storing instructions. However, as noted above, this illustration is not meant to be limiting, as the present disclosure contemplates other embodiments in which the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 are configured as hardware units. All such combinations and variations are intended to fall within the scope of the present disclosure.

[0114] As briefly described above, the processor 144 may be implemented as one or more single-chip processors or multi-chip processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), and / or suitable processors (e.g., other programmable logic devices, discrete hardware components, etc. to perform the functions described herein). The processor may be a microprocessor, a group of processors, etc. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, a combination of one or more microprocessors and a DSP core, or any other such configuration. In some embodiments, one or more processors may be shared by multiple circuits (e.g., the engine control module 710, the aftertreatment system control module 712, the sulfur diagnostic module 714, and / or the sulfur regeneration module 716 may include or otherwise share the same processor, which in some example embodiments may execute instructions stored or otherwise accessed via different regions of the memory). Alternatively or additionally, one or more processors may be configured to perform or otherwise execute certain operations independently of one or more coprocessors. In other example embodiments, two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or multithreaded instruction execution. All such variations are intended to fall within the scope of the present disclosure.

[0115] As briefly described above, the memory 146 (e.g., memory, storage unit, storage device) may include one or more devices (e.g., RAM, ROM, flash memory, hard disk memory) for storing data and / or computer code to complete or facilitate the various processes, layers, and modules described in this disclosure. For example, the memory 146 may include dynamic random access memory (DRAM). The memory device 206 may be communicatively coupled to the processor 144 to provide computer code or instructions to the processor 144 for performing at least some of the processes described herein. Additionally, the memory 146 may be or include a tangible non-transitory volatile memory or non-volatile memory. Thus, the memory 146 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.

[0116] The communication interface 718 may include any combination of a wired interface and / or a wireless interface (e.g., jack, antenna, transmitter, receiver, transceiver, wired terminal) for communicating data with various systems, devices, or networks configured to enable in-vehicle communication (e.g., communication between and among components of a vehicle) and out-of-vehicle communication (e.g., communication with a remote server). For example, with respect to out-of-vehicle communication, the communication interface 718 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communication network and / or a Wi-Fi transceiver for communicating via a wireless communication network. The communication interface 718 may be configured to communicate via a local area network or a wide area network (e.g., the Internet) and may use various communication protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication).

[0117] In some embodiments, the controller 140 is constructed or configured to cause (e.g., the first sensor 192, the second sensor 196, and / or the third sensor 198) to acquire data. For example, the controller 140 may be configured to generate one or more control signals and send the control signals to the first sensor 192, the second sensor 196, and / or the third sensor 198 (e.g., to acquire data, etc.). The control signals may cause the first sensor 192, the second sensor 196, and / or the third sensor 198 to sense and / or detect sensor data and / or provide the sensor data to the controller 140. In some embodiments, the controller 140 may be constructed to estimate the sensor data (e.g., when the first sensor 192, the second sensor 196, and / or the third sensor 198 is a virtual sensor). "Sensor data" may include temperature data (e.g., exhaust temperature, component temperature (such as engine temperature), etc.), flow rate data (e.g., exhaust flow rate data, boost air flow rate, etc.), pressure data (e.g., engine cylinder pressure, coolant pressure, etc.), and / or other data related to the operation of the aftertreatment system 103 and / or the engine system 101.

[0118] The engine control module 710 is configured to cause the hydrogen internal combustion engine system 101 (e.g., the hydrogen internal combustion engine 102) to operate at a desired output value. More specifically, the engine control module 710 may be configured to cause the hydrogen internal combustion engine 102 to operate in one or more engine operating modes. The engine operating modes may cause the hydrogen internal combustion engine 102 to output a predetermined amount of hydrogen in the exhaust. The value of the predetermined amount of hydrogen may be stored in the memory 146. The engine control module 710 may cause the hydrogen internal combustion engine 102 to adjust the hydrogen fuel injection timing, adjust the hydrogen fuel injection amount (e.g., the ratio of air to hydrogen fuel, referred to herein as the air-fuel ratio (AFR)), and / or adjust the intake valve and / or exhaust valve opening.

[0119] In some embodiments, to increase or decrease the hydrogen in the exhaust, the engine control module 710 may cause the hydrogen internal combustion engine 102 to adjust the AFR. For example, the engine control module 710 may cause the hydrogen internal combustion engine 102 to increase or decrease the AFR. In some embodiments, when the AFR is about 1.0 or less, the amount of hydrogen in the exhaust may increase. In some embodiments, when the AFR is 2.5 or greater, the amount of hydrogen in the exhaust may increase. In some embodiments, when the AFR is greater than 1 and less than 2.5, the amount of hydrogen in the exhaust may decrease.

[0120] In some embodiments, the engine control module 710 may cause the hydrogen internal combustion engine 102 to delay the hydrogen fuel injection timing relative to the ignition event. To reduce the hydrogen in the exhaust, the engine control module 710 may cause the hydrogen internal combustion engine 102 to increase the time period between fuel injection and the ignition event. To increase the hydrogen in the exhaust, the engine control module 710 may cause the hydrogen internal combustion engine 102 to decrease the time period between fuel injection and the ignition event.

[0121] In some embodiments, the engine control module 710 may cause the hydrogen internal combustion engine 102 to adjust the operation of the intake valve and / or the exhaust valve of the hydrogen internal combustion engine 102. The intake valve may operate between an open position that allows air to enter the internal combustion engine and a closed position that substantially prevents air from entering the internal combustion engine 102. The exhaust valve may operate between an open position that allows exhaust to flow from the hydrogen internal combustion engine 102 to the aftertreatment system 103 and a closed position that substantially prevents air from flowing from the internal combustion engine 102 to the aftertreatment system 103. In some embodiments, to increase the amount of hydrogen in the exhaust, the engine control module 710 may cause the hydrogen internal combustion engine 102 to decrease the time period between the exhaust valve operating from the closed position to the open position and the ignition event. In some embodiments, to reduce the amount of hydrogen in the exhaust, the engine control module 710 may cause the hydrogen internal combustion engine 102 to increase the time period between the exhaust valve operating from the closed position to the open position and the ignition event. In some embodiments, to adjust the amount of hydrogen in the exhaust, the engine control module 710 may cause the hydrogen internal combustion engine 102 to adjust the time period between the intake valve operating from the open position to the closed position and the ignition event based on the AFR target. As described above, the AFR may be less than 1.0 or greater than 2.5 to increase the amount of hydrogen in the exhaust, and may be between 1.0 and 2.5 to reduce the amount of hydrogen in the exhaust.

[0122] In an exemplary embodiment, the engine control module 710 may cause the hydrogen internal combustion engine 102 to operate in a first engine operating mode. The first engine operating mode causes the hydrogen internal combustion engine 102 to output a first amount of hydrogen in the exhaust. The engine control module 710 may cause the hydrogen internal combustion engine 102 to operate in a second engine operating mode. The second engine operating mode causes the hydrogen internal combustion engine 102 to output a second amount of hydrogen that is greater than the first amount.

[0123] The post - treatment control circuit 712 is configured to cause one or more components (e.g., systems, devices, etc.) of the post - treatment system 103 to perform operations. For example, the post - treatment control circuit 712 may be configured to cause a dosing module (e.g., the first dosing module 112, the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166) and / or a pump (e.g., the reductant fluid pump 116, the air pump 122, the hydrogen pump 132) to dose a certain amount (e.g., a target amount) of reductant, reductant - air mixture, hydrogen, and / or hydrogen - air mixture into the post - treatment system 103, such that the post - treatment control circuit 712 can control the injection amount, injection frequency, injection concentration, and / or other parameters associated with the operation of the dosing module (e.g., the first dosing module 112, the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166) and / or the pump (e.g., the reductant fluid pump 116, the air pump 122, the hydrogen pump 132). For example, the post - treatment control circuit 712 is configured to increase and / or decrease the amount of hydrogen provided to the post - treatment system 103.

[0124] The controller 140 is configured to detect and / or remove a certain amount of sulfur (e.g., desulfurize) from one or more components of the post - treatment system 103 (e.g., the catalyst substrate 154, the ASC substrate 156, the particulate filter 164, the oxidation catalyst substrate 174, and / or the catalytic particulate filter 180). More specifically, the sulfur diagnostic module 714 is configured to determine a sulfur loading value (e.g., the amount of sulfur stored or captured on or within one or more components of the post - treatment system 103). The sulfur regeneration module 716 is configured to cause one or more controllers to remove sulfur (e.g., desulfurize) from one or more components of the post - treatment system 103. The operation of the sulfur diagnostic module 714 and the sulfur regeneration module 716 is described in more detail herein. Figure 7 The operation of the sulfur diagnostic module 714 and the sulfur regeneration module 716 is described in more detail.

[0125] As described with respect to Figure 8 As described in further detail, the controller 140 is configured to determine whether sulfur regeneration is required. The controller 140 is configured to increase the amount of hydrogen in the exhaust gas in response to determining that desulfurization is required. The controller 140 is configured to decrease the amount of hydrogen in the exhaust gas or maintain the current amount of hydrogen in the exhaust gas in response to determining that desulfurization is not required.

[0126] As described with respect to Figure 9As will be described in further detail, the controller 140 is configured to determine whether an ammonia slip event is occurring or is expected to occur. For example, the controller 140 can compare the ammonia value to a corresponding threshold, and determine that an ammonia slip event is occurring or is expected to occur based on the ammonia value exceeding the corresponding threshold, or determine that an ammonia slip event is not occurring or is not expected to occur based on the ammonia value not exceeding the corresponding threshold. The controller 140 is configured to increase the amount of hydrogen in the exhaust in response to determining that an ammonia slip event is occurring or is expected to occur. The controller 140 is configured to decrease the amount of hydrogen in the exhaust or maintain the current amount of hydrogen in the exhaust in response to determining that an ammonia slip event is not occurring or is not expected to occur.

[0127] Now referring Figure 7 , the flowchart depicts a method for estimating sulfur deposits in the aftertreatment system 103. As briefly described above, the controller 140 is configured to detect and / or remove a certain amount of sulfur (e.g., desulfurize) from one or more components of the aftertreatment system 103. More specifically, the sulfur diagnostic module 714 is configured to determine a sulfur loading value, and the sulfur regeneration module 716 is configured to enable one or more controls to remove sulfur (e.g., desulfurize) from one or more components of the aftertreatment system 103.

[0128] As Figure 7 shown, the sulfur diagnostic module 714 of the controller 140 receives one or more inputs, including sulfur amount 730, duration 732, mileage 734, exhaust temperature 736, SCR catalyst activity check 738, and / or hydrogen amount 740. The inputs can be measured (e.g., by the first sensor 192, the second sensor 196, and / or the third sensor 198), calculated, and / or modeled (e.g., when the sensors are virtual sensors, by the first sensor 192, the second sensor 196, and / or the third sensor 198, and / or by the controller 140).

[0129] The sulfur amount 730 can include the amount of sulfur in the exhaust passing through the catalytic member 150. Due to lubricant consumption (e.g., combustion) in the hydrogen internal combustion engine 102, sulfur may be present in the exhaust. The sulfur amount 730 can be measured and / or determined by the first sensor 192, the second sensor 196, and / or the third sensor 198.

[0130] The duration 732 input can include engine operation time, operation time above a certain load threshold, and / or the amount of time elapsed since the last desulfurization event. In some embodiments, the duration 732 is measured and / or determined by the first sensor 192, the second sensor 196, and / or the third sensor 198. In some embodiments, the duration 732 is measured and / or determined by the controller 140.

[0131] The mileage 734 input may include the mileage traveled or traversed since the last desulfurization event. In some embodiments, the mileage 734 is measured and / or determined by the first sensor 192, the second sensor 196, and / or the third sensor 198. In some embodiments, the mileage 734 is measured and / or determined by the controller 140.

[0132] The SCR catalyst activity 738 input may be an active or passive check of the catalyst activity. In some embodiments, the SCR catalyst activity 738 includes an indication of the denitrification activity. For example, the SCR catalyst activity 738 input may include a first NO x value upstream of the catalytic member 150 and / or a second NO x value downstream of the catalytic member 150. The NO x value is measured and / or determined by the first sensor 192, the second sensor 196, and / or the third sensor 198. The NO x value is a measure of the amount (e.g., by mass, volume, weight, etc.) and / or concentration (e.g., by parts per million, etc.) of NO in the exhaust gas. The controller 140 may determine the conversion rate of NO x to N2 (e.g., the "NO x value", or more specifically, the denitrification rate) by determining the difference between the first NO x value and the second NO x value. x value.

[0133] In some embodiments, the SCR catalyst activity 738 may include an indication of activity loss based on the denitrification rate being below a corresponding threshold. The SCR catalyst activity 738 may include an indication of normal operation of the catalytic member 150 based on the denitrification rate being above a corresponding threshold.

[0134] In some embodiments, the SCR catalyst activity 738 includes an indication of NH3 storage. For example, the SCR catalyst activity 738 input may include an NH3 value. The NH3 value is a measure of the NH3 storage capacity of the catalytic member 150 (e.g., the amount of NH3 that the catalytic member 150 can store). The SCR catalyst activity 738 may include an indication of activity loss based on the NH3 value being below a corresponding threshold. The SCR catalyst activity 738 may include an indication of normal operation of the catalytic member 150 based on the NH3 value being above a corresponding threshold.

[0135] The H2 quantity 740 input may include the amount of H2 in the exhaust gas passing through the catalytic converter member 150. H2 may be present in the exhaust gas due to engine operation variations and / or variations in the dosing of the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166. The H2 quantity 730 may be measured and / or determined by one of the first sensor 192, the second sensor 196, and / or the third sensor 198.

[0136] The sulfur diagnostic module 714 is configured to determine the amount of sulfur on a component of the aftertreatment system (such as the catalytic converter member 150, or more specifically, the catalytic converter substrate 154). Determining the amount of sulfur includes any operation that provides an estimate of the amount of sulfur present on the catalytic converter substrate 154. In some embodiments, the operation of determining the amount of sulfur on the catalytic converter substrate 154 may include monitoring the SCR catalyst activity 738 to determine the NO x conversion value 748 (e.g., the NOx reduction rate). As described above, the SCR catalyst activity 738 may include the NOx reduction rate, which is based on the change in NO in the exhaust gas passing through the catalytic converter member 150 x corresponding to the amount of NO converted to N2 x The sulfur diagnostic module 714 may use a look-up table and / or model related to the NOx reduction rate (e.g., a statistical model, a physical model, etc.) to determine the sulfur loading value. Thus, the sulfur diagnostic module 714 may determine the sulfur loading value based on the SCR catalyst activity 738.

[0137] In some embodiments, the operation of determining the amount of sulfur on the catalytic converter substrate 154 may include determining the cumulative sulfur amount 742 based on the H2 quantity 730 input. As described above, the H2 quantity 730 may be measured and / or estimated by the first sensor 192, the second sensor 196, and / or the third sensor 198. The sulfur diagnostic module 714 may determine the cumulative sulfur amount 742 based on the H2 quantity 730 measured (or determined) over a predetermined time period (e.g., time 732 and / or mileage 734).

[0138] In some embodiments, the operation of determining the amount of sulfur on the catalytic converter substrate 154 may include determining the cumulative time 744 based on the duration 732 input and / or determining the cumulative mileage 746 based on the mileage 734 input. The sulfur diagnostic module 714 may use a look-up table and / or model that correlates the cumulative time 744 and / or the cumulative mileage 746 (e.g., a statistical model, a physical model, etc.) to determine the sulfur loading value. Thus, the sulfur diagnostic module 714 may determine the sulfur loading value based on the SCR catalyst activity 738.

[0139] In some embodiments, the sulfur diagnostic module 714 may use Equation (3) to determine a sulfur loading rate based on an oil consumption estimate and an oil sulfur content limit. The oil consumption estimate is a value representing the amount of lubricating oil consumed (e.g., burned) by the hydrogen internal combustion engine 102. In some embodiments, the oil consumption estimate is measured and / or determined by one of the first sensor 192, the second sensor 196, and / or the third sensor 198. In some embodiments, the oil consumption estimate is measured and / or determined by the controller 140. The oil sulfur content limit is a value representing the amount of sulfur in the lubricating oil, in parts per million by weight (ppmw). The sulfur diagnostic module 714 may use Equation (4) to determine a sulfur exposure estimate (e.g., the amount of sulfur in the exhaust gas exposed to the catalyst substrate 154). The sulfur exposure estimate is based on the oil consumption estimate (in grams per hour), the duration (in hours), and the volume of the catalyst substrate 154 (in liters).

[0140] Sulfur from oil consumption (g / hr) = Oil consumption estimate (g / hr) × Oil sulfur content limit (ppmw) (3)

[0141] Sulfur exposure estimate (g / L catalyst) = [Sulfur from oil consumption (g / hr) × Duration (hr)] / Catalyst volume (L) (4)

[0143] The sulfur diagnostic module 714 is configured to output a predicted performance degradation of the catalyst substrate 154 based on any combination of one of the sulfur exposure estimate, the cumulative sulfur amount 742, the cumulative time 744, and / or the cumulative mileage 746.

[0144] The sulfur regeneration module 716 is configured to determine a denitrification strategy based on the predicted performance degradation of the catalyst substrate 154. The denitrification strategy may define the denitrification interval, time, and temperature (e.g., perform denitrification every few hundred hours, perform denitrification every 0.5 - 1 g / L sulfur exposure catalyst, etc.).

[0145] In some embodiments, the sulfur regeneration module 716 is configured to generate and provide an exhaust gas temperature command 750 for increasing the temperature of the exhaust gas. In some embodiments, the sulfur regeneration module 716 is configured to generate and provide a dosing command 752 for controlling the amount of reductant provided to the exhaust duct system 104 by the first dosing module 112 and / or the amount of hydrogen provided to the exhaust duct system 104 by the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166. The sulfur regeneration module 716 may generate and provide the exhaust gas temperature command 750 and / or the dosing command 752 in response to the amount of sulfur on the catalyst substrate 154 exceeding a corresponding threshold. The exhaust gas temperature command 750 and / or the dosing command 752 are provided to give sufficient temperature and reductant / H2 activity, respectively, to regenerate the catalyst substrate 154 from sulfur poisoning.

[0146] In some embodiments, the exhaust gas temperature command 750 may cause the hydrogen internal combustion engine to change the operating mode from a first operating mode that outputs exhaust gas at a first temperature to a second operating mode that outputs exhaust gas at a second temperature greater than the first temperature. In some embodiments, the exhaust gas temperature command 750 may cause a heater (not shown) coupled to the aftertreatment system 103 to heat the exhaust gas within the exhaust duct system 104. The heater is coupled to the aftertreatment system 103 upstream of the catalyst component 150. During operation, the heater may heat the exhaust gas such that the temperature of the exhaust gas is greater than the temperature of the catalyst component 150. In this way, the heater may increase the temperature of the catalyst component 150 (e.g., via heat transfer from the exhaust gas to the catalyst component 150). In some embodiments, the exhaust gas temperature command 750 may increase the temperature of the exhaust gas by a predetermined amount (e.g., a predetermined temperature change) or to a predetermined target temperature. The predetermined temperature change and / or the predetermined temperature target may depend on the amount of H2 present in the exhaust gas.

[0147] In some embodiments, the dosing command 752 causes the first dosing module 112 to dose a predetermined amount of reductant into the exhaust duct system 104. The predetermined amount of reductant may depend on the temperature of the exhaust gas and / or the amount of time available for performing desulfurization. In some embodiments, the dosing command 752 causes the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166 to dose a predetermined amount of H2 into the exhaust duct system 104. The predetermined amount of H2 may depend on the temperature of the exhaust gas and / or the amount of time available for performing denitrification.

[0148] Now refer to Figure 8, a flowchart showing a method 800 of depicting a sulfur deposit monitoring and control system 100 according to an exemplary embodiment is shown. In some embodiments, the controller 140 and / or one or more of its components are configured to perform the method 800. For example, the controller 140 and / or one or more of its components may be constructed to perform the method 800 alone or in combination with other devices (such as sensors (e.g., the first sensor 192, the second sensor 196, and / or the third sensor 198) and / or other components of the system 100). In Figure 8 the illustrated embodiment, the method 800 is performed by the controller 140. In some embodiments, the processes of the method 800 may be performed in a different order than Figure 8 shown. In some embodiments, the method 800 may include more or fewer processes than Figure 8 shown. In some embodiments, the processes of the method 800 may be performed simultaneously, partially simultaneously, or sequentially.

[0149] In an overall overview of the method 800, the controller 140 may determine and / or estimate the denitration performance and / or the sulfur load value to determine whether a denitration event (also referred to as a "denitration strategy") is required. The denitration strategy is determined based on the denitration performance and / or the sulfur load value.

[0150] At process 802, the controller 140 receives sensor data from one or more sensors (e.g., the first sensor 192, the second sensor 196, and / or the third sensor 198). The sensor data may include one or more of the sulfur amount 730, the exhaust gas temperature 736, the SCR catalyst activity check 738, and / or the hydrogen amount 740. In some embodiments, the sensor data includes one or more NO x values (e.g., the NO x value upstream of the catalytic member 150 and the NO x value downstream of the catalytic member 150). In some embodiments, the method 800 proceeds to process 804. In some embodiments, the method 800 proceeds to process 808. In some embodiments, the method 800 proceeds to both process 804 and process 808.

[0151] At process 804, the controller 140 receives engine data. The engine data can be received from an engine control unit / module (ECU / ECM) and / or one or more engine sensors. In some embodiments, the engine data includes one or more of duration 732 and / or mileage 734. In some embodiments, the engine data can also include one or more of engine load, engine speed (commonly measured in revolutions per minute), engine run time, and / or other parameters associated with the hydrogen internal combustion engine 102. At process 806, the controller 140 estimates the sulfur load based on the sensor data and the engine data. A process for estimating the sulfur load is described herein with reference to Figure 7 The process for estimating the sulfur load is described.

[0152] At process 808, the controller 140 determines the denitration performance based on the sensor data. The controller 140 can determine the denitration performance by determining the difference between the NO x value (e.g., the NO x ) of the exhaust gas upstream of the catalytic member 150 (e.g., measured or determined by the second sensor 196 and / or the third sensor 198) and the NO x value of the exhaust gas downstream of the catalytic member 150 (e.g., the NO x ) measured or determined by the first sensor 192. For example, the controller 140 can determine the amount or percentage of NO x reduced by the aftertreatment system 103 by determining the difference or percentage difference between the NO x value of the exhaust gas upstream of the catalytic member 150 and the NO x value of the exhaust gas downstream of the catalytic member 150.

[0153] At process 810, the controller 140 determines whether a sulfur regeneration event is required based on the sulfur load and / or the denitration performance. In some embodiments, the controller 140 compares the estimated sulfur load with a corresponding threshold. In response to determining that the estimated sulfur load exceeds the corresponding threshold, the controller 140 determines that a sulfur regeneration event is required. In response to determining that the estimated sulfur load is below the corresponding threshold, the controller 140 determines that a sulfur regeneration event is not required. In some embodiments, the controller 140 compares the denitration performance with a corresponding threshold. In response to determining that the denitration performance is below the corresponding threshold, the controller 140 determines that a sulfur regeneration event is required. In response to determining that the denitration performance is above the corresponding threshold, the controller 140 determines that a sulfur regeneration event is required. In some embodiments, in response to determining that the estimated sulfur load exceeds the corresponding threshold and / or determining that the denitration performance is below the corresponding threshold, the controller 140 determines that a sulfur regeneration event is required.

[0154] In some embodiments, at process 810, the controller determines the desulfurization efficiency. The controller 140 may determine the desulfurization efficiency based on the temperature 736, time 732, hydrogen amount 740, and / or ANR. In some embodiments, the desulfurization efficiency may be determined based on the difference between the estimated sulfur amount before the desulfurization event and the estimated sulfur amount after the desulfurization event. The estimated sulfur amount may be determined by the sulfur diagnostic module 714, as described above with respect to Figure 7 as described. The controller 140 may determine the predicted time interval until another desulfurization event is required based on the desulfurization efficiency. For example, the controller 140 may use a look-up table and / or model (e.g., physical model, machine learning model, etc.) that correlates the desulfurization efficiency with a predetermined time interval between desulfurization events to determine the predicted time interval until another desulfurization event is required. The controller 140 may determine that the desulfurization event is unsuccessful based on the desulfurization efficiency being below a desulfurization efficiency threshold. The controller 140 may determine that the desulfurization event is successful based on the desulfurization efficiency being above a desulfurization efficiency threshold.

[0155] In some embodiments, the controller 140 may determine whether the desulfurization event is unsuccessful based on the desulfurization efficiency. For example, the controller 140 may compare the desulfurization efficiency with a predetermined desulfurization efficiency threshold. The controller 140 may determine that the desulfurization event is unsuccessful based on the desulfurization efficiency being below the desulfurization efficiency threshold. The controller 140 may determine that the desulfurization event is successful based on the desulfurization efficiency being above the desulfurization efficiency threshold.

[0156] In response to determining that a sulfur regeneration event is required, method 800 may proceed to process 812. In response to determining that a sulfur regeneration event is not required, the method may proceed to process 814.

[0157] At process 812, the controller 140 generates a command to increase the hydrogen concentration in the exhaust gas. In some embodiments, the command is an engine command that causes the hydrogen internal combustion engine 102 to change from a first operating mode in which a first amount of hydrogen is output to the exhaust gas to a second operating mode in which a second amount of hydrogen is output to the exhaust gas, where the second amount is greater than the first amount. In some embodiments, the command is a dosing command that causes the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166 to change from a first dosing mode in which a first amount of hydrogen is dosed to the exhaust gas to a second dosing mode in which a second amount of hydrogen is dosed to the exhaust gas, where the second amount is greater than the first amount.

[0158] Advantageously, increasing the hydrogen in the exhaust gas can accelerate the redox cycle because hydrogen is more reducible than ammonia. Therefore, removing sulfur (e.g., SO x ) from the catalyst substrate 154 by increasing the hydrogen concentration advantageously increases the denitrification performance of the aftertreatment system 103.

[0159] At process 814, the controller 140 implements normal engine operation and / or hydrogen rationing. The normal engine operation mode may be a first engine operation mode that outputs a first amount of hydrogen to the exhaust. The normal hydrogen rationing may be a first rationing mode that causes the second rationing module 128, the third rationing module 157, and / or the fourth rationing module 166 to ration a first amount of hydrogen to the exhaust.

[0160] Now referring Figure 9 , a flowchart of a method 830 depicting a monitoring ammonia and control system 100 according to an example embodiment is shown. In some embodiments, the controller 140 and / or one or more of its components are configured to perform method 830. For example, the controller 140 and / or one or more of its components may be constructed to perform method 830 either alone or in combination with other devices such as sensors (e.g., the first sensor 192, the second sensor 196, and / or the third sensor 198) and / or other components of the system 100. In Figure 9 the illustrated embodiment, method 800 is performed by the controller 140. In some embodiments, the processes of method 830 may be performed in a different order than Figure 9 shown. In some embodiments, method 830 may include more or fewer processes than Figure 9 shown. In some embodiments, the processes of method 830 may be performed simultaneously, partially simultaneously, or sequentially.

[0161] In a broad overview of method 830, the controller 140 may determine an NH3 slip or a potential NH3 slip event. In response to determining an NH3 slip or a potential NH3 slip event, the controller 140 may increase the hydrogen concentration in the exhaust. For example, the controller may generate an engine command to operate the hydrogen internal combustion engine 102 in a different engine operation mode and / or generate a rationing command that causes the second rationing module 128, the third rationing module 157, and / or the fourth rationing module 166 to change to operate in a different rationing operation mode to increase the H2 concentration in the exhaust.

[0162] At process 832, the controller 140 receives sensor data from one or more sensors (e.g., the first sensor 192, the second sensor 196, and / or the third sensor 198). The sensor data may include one or more of a sulfur amount 730, an exhaust temperature 736, an SCR catalyst activity check 738, and / or a hydrogen amount 740. In some embodiments, the sensor data includes one or more NH x values (e.g., the NH x value upstream of the catalytic member 150 and the NH x value downstream of the catalytic member 150). In some embodiments, the sensor data includes one or more NO xValue (e.g., NO upstream of the catalytic component 150 x value and NO downstream of the catalytic component 150 x value). In some embodiments, method 830 proceeds to process 834. In some embodiments, method 800 proceeds to process 838. In some embodiments, method 800 proceeds to process 840. In some embodiments, method 800 proceeds to processes 834, 838, and 840.

[0163] At process 834, the controller 140 receives engine data. The engine data can be received from an engine control unit / module (ECU / ECM) and / or one or more engine sensors. In some embodiments, the engine data includes one or more of duration 732 and / or mileage 734. In some embodiments, the engine data can also include one or more of engine load, engine speed (typically measured in revolutions per minute), engine run time, and / or other parameters associated with the hydrogen internal combustion engine 102.

[0164] At process 836, the controller 140 predicts whether an NH3 slip event is likely to occur based on the sensor data and the engine data. In some embodiments, the controller 140 uses a physical model of the aftertreatment system 103. The physical model can correlate the sensor data and / or the engine data (e.g., temperature, engine parameters, etc.) with the NH3 value. The controller 140 can compare the NH3 value with a corresponding threshold. In response to determining that the NH3 value exceeds the corresponding threshold, the controller 140 determines that an NH3 slip event is likely to occur. In response to determining that the NH3 value is below the corresponding threshold, the controller 140 determines that an NH3 slip event is unlikely to occur. In some embodiments, events such as high-temperature transients and / or rapid torque changes can indicate a potential NH3 slip event. The controller 140 can determine that an NH3 slip event is likely to occur based on the temperature transient exceeding the corresponding threshold and / or based on the torque change exceeding the corresponding threshold.

[0165] At process 838, the controller 140 estimates the NH3 value based on the sensor data. The estimated NH3 value can be determined based on estimating the amount of ammonia stored by the catalytic component 150 according to the sensor data, the sensor data including a first NO measured upstream of the catalytic component 150 x value and a NO measured downstream of the catalytic component 150 x value and a look-up table that correlates the first NO x value and the second NO x value. Method 830 can proceed to process 842.

[0166] At process 840, the controller 140 determines the NH3 value based on the sensor data. For example, when the sensor data includes the measured amount of NH3, the controller 140 determines the NH3 value based on the measured amount of NH3. The method 830 may proceed to process 842.

[0167] At process 842, the controller 140 determines an NH3 slip event based on the predicted or determined amount of NH3. For example, the controller 140 may compare the predicted amount of NH3 and / or the determined amount of NH3 with corresponding thresholds. In response to determining that the predicted amount of NH3 and / or the determined amount of NH3 exceeds the corresponding threshold, the controller 140 determines an NH3 slip event. In response to determining that the predicted amount of NH3 and / or the determined amount of NH3 is less than the corresponding threshold, the controller 140 determines that no NH3 slip event exists.

[0168] In some embodiments, the controller 140 may determine and / or predict an NH3 slip event based on other sensor data and / or engine data. In some embodiments, the controller 140 determines an NH3 slip event based on the temperature of the catalyst substrate 154. For example, if the temperature of the catalyst substrate 154 causes the measured or estimated amount of NH3 to increase beyond the capacity of the catalyst substrate 154 to store the measured or determined amount of NH3, NH3 release will occur and result in NH3 escaping to the ammonia slip catalyst substrate 156. In response to determining that the temperature of the catalyst substrate 154 exceeds the corresponding threshold, the controller 140 determines an NH3 slip event. In response to determining that the temperature of the catalyst substrate 154 is less than the corresponding threshold, 140 determines that no NH3 slip event exists.

[0169] In some embodiments, the controller 140 determines an NH3 slip event based on the temperature of the ammonia slip catalyst substrate 156. For example, if the temperature of the ammonia slip catalyst substrate 156 is not high enough to control the NH3 slip event, some undesirable NH3 may escape to the outlet chamber 190 and out of the aftertreatment system 103. In response to determining that the temperature of the ammonia slip catalyst substrate 156 is below the corresponding threshold, the controller 140 determines an NH3 slip event. In response to determining that the temperature of the ammonia slip catalyst substrate 156 is greater than the corresponding threshold, 140 determines that no NH3 slip event exists.

[0170] In some embodiments, the controller 140 is based on a large NO x value transient to determine a slip event. For example, if the amount of NO x output from the hydrogen internal combustion engine 102 to the exhaust gas decreases, and the amount of NH3 stored in the catalyst substrate 154 is high, some NH3 may escape to the ammonia slip catalyst substrate 156. In response to determining (i) the NO output from the hydrogen internal combustion engine 102 xThe change in value is higher than the corresponding threshold, and (ii) the NH3 value is higher than the corresponding threshold, and the controller 140 determines an NH3 slip event. In response to determining (i) that the change in NO output by the hydrogen internal combustion engine 102 x The change in value is lower than the corresponding threshold, and (ii) the NH3 value is lower than the corresponding threshold, and the controller 140 determines that there is no NH3 slip event.

[0171] At process 844, the controller 140 determines whether to increase the H2 concentration in the exhaust. In response to determining and / or predicting an NH3 slip event, the controller 140 proceeds to process 846. In response to determining and / or predicting that there is no NH3 slip event, the controller 140 proceeds to process 848.

[0172] At process 846, the controller 140 generates a command to increase the hydrogen concentration in the exhaust. In some embodiments, the command is an engine command that causes the hydrogen internal combustion engine 102 to change from a first operating mode that outputs a first amount of hydrogen to the exhaust to a second operating mode that outputs a second amount of hydrogen to the exhaust, where the second amount is greater than the first amount. In some embodiments, the command is a dosing command that causes the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166 to change from a first dosing mode that doses a first amount of hydrogen to the exhaust to a second dosing mode that doses a second amount of hydrogen to the exhaust, where the second amount is greater than the first amount. In some embodiments, the controller 140 may operate the hydrogen internal combustion engine 102 in the second operating mode and / or operate the second dosing module 128, the third dosing module 157, and / or the fourth dosing module 166 in the second operating mode until it is determined that there is no longer an NH3 slip or there is no slip problem anticipated by the predictive NH3 slip logic.

[0173] In some embodiments, increasing the concentration of H2 in the exhaust advantageously reduces the NH3 escaping from the ammonia slip catalyst substrate 156 during an NH3 slip event. For example, by increasing the concentration of H2 in the exhaust, the temperature at which the ammonia slip catalyst substrate 156 converts NH3 into N2 and H2O is reduced, thereby increasing the ability of the ammonia slip catalyst substrate 156 to convert NH3 into N2 and H2O.

[0174] The ability of the ammonia slip catalyst substrate 156 to control NH3 slip at low temperatures advantageously allows for the implementation of a more aggressive reductant dosing strategy. By dosing more reductant (e.g., via the first dosing module 112), the catalyst substrate 154 can operate at a higher level of NH3 storage than would be possible without the H2-assisted NH3 slip control strategy. Increasing NH3 can enable the catalyst substrate 154 to increase the denitrification efficiency.

[0175] At process 848, the controller 140 implements normal engine operation and / or hydrogen rationing. The normal engine operation mode can be a first engine operation mode that outputs a first amount of hydrogen to the exhaust. The normal hydrogen rationing can be a first rationing mode that causes the second rationing module 128, the third rationing module 157, and / or the fourth rationing module 166 to ration a first amount of hydrogen to the exhaust.

[0176] In some embodiments, the first rationing mode and / or the first engine operation mode can output a combined first amount of hydrogen to the exhaust. The combined first amount of hydrogen can be a predetermined amount of hydrogen that passively reduces NH3 slip by allowing the ammonia slip catalyst substrate 156 to be in a highly active state.

[0177] III. Configuration of Example Embodiments

[0178] Although this specification contains many specific implementation details, these should not be construed as limitations on the scope of what can be claimed, but rather as descriptions of features specific to particular implementations. Certain features described in this specification in the context of separate implementations can also be implemented combinatorially in a single implementation. Conversely, the various features described in the context of a single implementation can also be implemented separately or in any suitable sub-combination in multiple implementations. Moreover, although features may be described as acting in certain combinations and even initially claimed as such, one or more features from the claimed combination can in some cases be deleted from the combination, and the claimed combination can relate to a sub-combination or a variation of a sub-combination.

[0179] As used herein, the terms "substantially", "approximately", "about" and similar terms are intended to have a broad meaning consistent with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. Those skilled in the art who review this disclosure should understand that these terms are intended to allow the description of certain features being described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as representing non-substantive or immaterial modifications or variations of the subject matter being described and claimed and are considered to be within the scope of the appended claims.

[0180] The term "coupled" as used herein and like terms mean that two components are joined to each other either directly or indirectly. Such joining can be fixed (e.g., permanent) or movable (e.g., removable or releasable). Such joining can be achieved by two components or two components and any additional intermediate components being integrally formed as a single unit with each other, or by two components or two components and any additional intermediate components being attached to each other.

[0181] As used herein, terms such as "fluidly coupled to" mean that two components or objects have a path formed between the two components or objects through which a fluid (such as air, a reducing agent, an air-reducing agent mixture, hydrogen, an air-hydrogen mixture, a hydrocarbon fluid, an air-hydrocarbon fluid mixture, exhaust gas) can flow with or without intermediate components or objects. Examples of fluid couplings or configurations for achieving fluid communication can include pipes, channels, or any other suitable components for enabling the flow of fluid from one component or object to another component or object.

[0182] It is important to note that the construction and arrangement of the various systems shown in the respective example embodiments are illustrative rather than restrictive in nature. All changes and modifications within the spirit and / or scope of the described embodiments are to be protected. It should be understood that some features may not be necessary, and embodiments lacking various features may be considered within the scope of the present disclosure, which is defined by the appended claims. When the language "a portion" is used, the item can include a portion and / or the whole item, unless expressly stated to the contrary.

[0183] In addition, in the context of an element list, the term "or" is used in its inclusive sense (rather than its exclusive meaning), such that when used to associate an element list, the term "or" means one, some, or all of the elements in the list. Unless otherwise expressly stated, conjunctive language such as the phrase "at least one of X, Y, and Z" is understood in context to generally convey that items, terms, etc. can be: X; Y; Z; X and Y; X and Z; Y and Z, or X, Y, and Z (i.e., any combination of X, Y, and Z). Thus, unless otherwise indicated, such conjunctive language generally does not and is not intended to imply that certain embodiments require the presence of at least one of each of X, at least one of Y, and at least one of Z.

[0184] In addition, unless otherwise indicated, ranges of values used herein (e.g., W1 to W2, etc.) include the maximum and minimum values of the range (e.g., W1 to W2 includes W1 and includes W2, etc.). In addition, unless otherwise indicated, ranges of values (e.g., W1 to W2, etc.) do not necessarily require the inclusion of intermediate values within the range (e.g., W1 to W2 can include only W1 and W2, etc.).

Claims

1. A system, comprising: A hydrogen internal combustion engine configured to generate exhaust gas; A post-treatment system in communication with the hydrogen internal combustion engine in a manner to receive the exhaust gas, the post-treatment system including a catalytic member; A sensor coupled to the post-treatment system; And A controller configured to: Receive data corresponding to the characteristics of the post-treatment system from the sensor, Determine a performance value corresponding to the catalytic member based on the characteristics, Compare the performance value with a threshold, When the performance value does not exceed the threshold, operate the hydrogen internal combustion engine in a first engine operating mode, the first engine operating mode causing the hydrogen internal combustion engine to output a first amount of hydrogen in the exhaust gas, and When the performance value exceeds the threshold, operate the hydrogen internal combustion engine in a second engine operating mode, the second engine operating mode causing the hydrogen internal combustion engine to output a second amount of hydrogen in the exhaust gas, the second amount being greater than the first amount.

2. The system according to claim 1, wherein: The characteristics of the post-treatment system include a first nitrogen oxide value and a second nitrogen oxide value; The controller is further configured to determine the performance value by comparing the first nitrogen oxide value with the second nitrogen oxide value to determine a nitrogen oxide reduction value corresponding to the catalytic member; and The performance value includes the nitrogen oxide reduction value.

3. The system according to claim 2, wherein The sensor is disposed upstream of the catalytic member, wherein the controller is configured to receive sensor data from the sensor and determine the first nitrogen oxide value based on the sensor data.

4. The system according to claim 2, wherein The sensor is disposed downstream of the catalytic member, wherein the controller is configured to receive sensor data from the sensor and determine the second nitrogen oxide value based on the sensor data.

5. The system according to claim 1, wherein: When the controller operates the hydrogen internal combustion engine in the second operating mode, the controller causes the engine to: Adjust the hydrogen fuel injection timing, and / or Adjust the hydrogen fuel injection amount.

6. The system according to claim 1, further comprising: A heater coupled to the post-treatment system upstream of the catalytic member, Wherein the controller is further configured to increase the temperature of the exhaust gas in the post-treatment system by the heater when the performance value exceeds the threshold.

7. The system according to claim 1, wherein: The post-treatment system further includes: A conduit, and A dosing module coupled to the conduit; and The controller is further configured to cause the dosing module to provide a target amount of a reducing agent into the conduit when the performance value exceeds the threshold, the target amount of the reducing agent being based on at least one of the temperature of the exhaust gas or the amount of time available for providing the reducing agent.

8. The system according to claim 1, wherein: The post-treatment system further includes: A conduit, and A dosing module; and The controller is further configured to cause the dosing module to supply a target amount of hydrogen into the conduit when the performance value exceeds the threshold, the target amount of hydrogen being based on at least one of the temperature of the exhaust gas or the amount of time available for supplying hydrogen.

9. A system comprising: A hydrogen internal combustion engine configured to generate exhaust gas; A post-treatment system in communication with the hydrogen internal combustion engine in a manner to receive the exhaust gas, the post-treatment system including a catalytic member; A sensor coupled to the post-treatment system; And A controller configured to: Receive sensor data corresponding to a characteristic of the post-treatment system from the sensor, Determine an ammonia value associated with the post-treatment system based on the sensor data, Compare the ammonia value with a threshold, When the ammonia value does not exceed the threshold, cause the hydrogen internal combustion engine to operate in a first engine operating mode, the first engine operating mode causing the hydrogen internal combustion engine to output a first amount of hydrogen in the exhaust gas, and When the ammonia value exceeds the threshold, cause the hydrogen internal combustion engine to operate in a second engine operating mode, the second engine operating mode causing the hydrogen internal combustion engine to output a second amount of hydrogen in the exhaust gas, the second amount being greater than the first amount.

10. The system according to claim 9, wherein: The controller is further configured to determine the ammonia value by estimating the amount of ammonia stored by the catalytic member based on the sensor data, the sensor data including a first nitrogen oxide value measured upstream of the catalytic member and a second nitrogen oxide value measured downstream of the catalytic member, and a look-up table associating the first nitrogen oxide value and the second nitrogen oxide value with the ammonia value.

11. The system according to claim 9, wherein: The controller is further configured to: Receive engine data regarding operating characteristics of the hydrogen internal combustion engine, Determine that an ammonia slip event is likely to occur based on at least one of: Determine that the ammonia value exceeds the threshold, the ammonia value being based on the sensor data and the engine data, or Determine that the operating characteristics of the hydrogen internal combustion engine exceed an engine characteristic threshold, and Cause the hydrogen internal combustion engine to operate in the second engine operating mode in response to determining that the ammonia slip event is likely to occur.

12. The system according to claim 9, further comprising: A dosing module; Wherein, the controller is further configured to generate a dosing command when the ammonia value exceeds the threshold, the dosing command causing the dosing module to change from a first dosing mode of supplying a first amount of hydrogen to the exhaust gas to a second dosing mode of supplying a second amount of hydrogen to the exhaust gas, the second amount being greater than the first amount.

13. A method for regenerating a catalytic member of a post-treatment system, the method comprising: Receiving, by a controller, vehicle data, the vehicle data including at least one of a sulfur amount, a duration, a mileage, an exhaust gas temperature, a catalyst activity check, or a hydrogen amount, Estimating, by the controller, the amount of sulfur on the catalytic member based on the vehicle data, Comparing, by the controller, the sulfur amount with a threshold; When the sulfur amount does not exceed the threshold, operate the hydrogen internal combustion engine in a first engine operating mode that causes the hydrogen internal combustion engine to output a first amount of hydrogen in the exhaust; and When the sulfur amount exceeds the threshold, operate the hydrogen internal combustion engine in a second engine operating mode that causes the hydrogen internal combustion engine to output a second amount of hydrogen, the second amount being greater than the first amount.

14. The method according to claim 13, further comprising: When the sulfur amount exceeds the threshold, causing a heater to increase the temperature of the exhaust gas in the aftertreatment system by the controller; wherein: The heater is coupled to the aftertreatment system upstream of the catalytic member such that the temperature of the exhaust gas is greater than the temperature of the catalytic member.

15. The method according to claim 14, wherein, The vehicle data further includes a first nitrogen oxide value corresponding to a first position upstream of the catalytic member and a second nitrogen oxide value corresponding to a second position downstream of the catalytic member.

16. The method according to claim 15, further comprising determining the sulfur amount by the controller based on a difference between the first nitrogen oxide value and the second nitrogen oxide value.

17. The method according to claim 14, further comprising when the sulfur amount exceeds the threshold, causing a dosing module to provide a target amount of reductant into a conduit of the aftertreatment system by the controller, the target amount of reductant being based on at least one of the temperature of the exhaust gas or the amount of time available for providing the reductant.

18. The method according to claim 14, further comprising when the sulfur amount exceeds the threshold, causing a dosing module to provide a target amount of hydrogen into a conduit of the aftertreatment system by the controller, the target amount of hydrogen being based on at least one of the exhaust gas temperature or the amount of time available for providing hydrogen.

19. The method according to claim 14, further comprising: When operating the hydrogen internal combustion engine in the second engine operating mode, causing the hydrogen internal combustion engine to reduce the time period between fuel injection and the ignition event by the controller.

20. The method according to claim 14, further comprising: When operating the hydrogen internal combustion engine in the second engine operating mode, causing the hydrogen internal combustion engine to adjust the air-fuel ratio to be equal to or less than 1 or equal to or greater than 2.5 by the controller.

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